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^\.:l,u— 1^0 3. ^ 



ll^arbarti College Hlbcare 



FROM THE 



UNITED STATES GOVERNMENT 



AN«y^jBSP9,5J„PF 

THE UNFTEI^) -STATES- 
COAST GUARD 



FOR THE FISCAL YEAR ENDED JUNE 30 

1915 



\?oS> .S^ 






XlhiiteA fitalM t^ 



^ 



Tbbasury Department, 
Document No. 2746, 
Coast Guard, 
n 



CONTENTS. 



Page. 

Administration v 

Statement of operations during the year__: 1 

Assistance to vessels in distress 5 

Removal of derelicts 15 

Medical aid to American fishermen 18 

Customs laws 19 

Anchorage and movements of vessels ^^ 19 

Enforcement of neutrality, navigation, and other laws 20 

Protection of fur seal- 20 

Ice patrol 21 

Special services 24 

Resuscitation of the apparently drowned 26 

Investigation of loss of life . 26 

Loss of the Tahoma 26 

Appropriations and expenditures : 28 

Administrative measures : 31 

Recommendations , 36 

Functions, duties, and organization 41 

Reports of special instances of aid to shipping, saving life, and special 

cruises 79 

Tabular statement of assistance rendered by cutters and stations, involv- 
ing saving of life and property 141 

Tabular statement of miscellaneous assistance rendered 222 

Tabular statement of derelict operations 248 

Regattas and marine parades patroled 255 

Characteristic letters received acknowledging services 259 

Awards of life-saving medals 275 

Disasters to vessels involving loss of life 283 

Blue Anchor Society 287 

Report of the board on life-saving appliances 291 

III 



Teeasuby Depabtmemt, 
United States Coast Guabd, 

Washington, D. C, August 10, 1915. 

Sib: As required by section 5 of the act of January 28, 1915, 1 
have the honor to suDmit the following report of the operations of 
the Coast Guard for the fiscal year ended June 30, 1915, and of the 
expenditures of moneys appropriated for the maintenance of the 
Coast Guard for that period. 
Respectfully, 

E. P. Bbbtholp, 
Captain Commandant. 
Hon. W. G. MoAixK), 

Secretary of the Treasury. 

TV 



ADMINISTRATION. 



Secretary of the Treasury, Hon. Whxiam G. McAdoo. 

Assistant Secretary of the Treasury, Hon. Bybon R. Newton, 

Capt, Commandant, Ellswobth P. Bebthou*. 

Mr. SuMNEB I. Kimball, general superintendent. 

Mr. Oliveb H. Maxam, chief of division of operations. 

Mr. Henby L. Gosling, assistant chief of division of operations. 

Mr. Geobge H. Slaybaugh, chief of division of materiel. 

Mr. Kendall J. Minot, assistant chief of division of materiel. 

Senior Capt. Howabd Emeby, superintendent of construction and repair. 

Engineer In Chief Chables A. McAllisteb, engineer in chief. 

Senior Capt. Daniel P. Foley, inspector. 



OPERATIONS OF THE UNITED STATES 

COAST GUARD 



1915 



OPERATIONS OF THE UNITED STATES COAST GUARD. 



SUMMARY. 



lives saved or persons rescued from peril 1, 507 

Persons on board vessels assisted 10, 952 

Persons in distress cared for 813 

Vessels boarded and papers examined 24, 817 

Vessels seized or reported for violation of law 772 

Pines and penalties incurred by vessels reported $220, 500. 00 

Regattas and marine parades patrolled, in accordance with law- 37 

Vessels to which assistance was rendered - 1, 504 

Instances of miscellaneous assistance 556 

Derelicts and obstructions to navigation removed or destroyed 26 

Value of vessels assisted (including cargoes) $10,927,730.00 

Value of derelicts recovered and delivered to owners $161, 000. 00 

Appropriations for 1915, including repairs to cutters and estab- 
lishing stations : 

Revenue-Cutter Service $2, 536, 716. 25 

Life-Saving Service 2, 550, 525. 36 

Total for Coast Guard $5, 089, 241. 61 

Net expenditure for maintenance for 1915 : 

Revenue-Cutter Service $2, 530, 371. 17 

Life-Saving Service 2, 497, 381. 54 

Total for Coast Guard $5,027,752. 71 

Estimated unexpended balance: 

Revenue-Cutter Service $6, 345. 08 

Ldfe-Savlng Service 53,143.82 

Total for Coast Guard $59, 488. 90 

A total of 1,507 persons was saved or rescued from peril, and on 
all the vessels to which assistance was given there was a total of 10,.952 
persons whose lives may or may not have been jeopardized, according 
to the subsequent circumstances attending each incident. 

The total appraised value of the property saved or rescued from 
perilous situations during the fiscal year ending June 30, 1915, was 
$11,088,730, while the total expenditure for the maintenance of this 
life-saving agency was $5,027,752.71. 

The foregoing summary represents the principal activities of the 
Revenue-Cutter Service and the Life-Saving Service as separate 
organizations from July 1, 1914, to January 28, 1915, the date of the 
passage of the Coast-Guard act, together with those of the Coast 
Guard from the date of its establishment to June 30, 1915. In com- 
paring similar statistics covering the work accomplished by the two 
services while operating as separate organizations, it should be noted 
that where crews of life-saving stations and revenue cutters were 
cooperating in rescue work, there was unavoidably more or less 
duplication in the tabulated reports. The statistical account of the 

3 



4 ANNUAL REPORT OF THE COAST GUARD. 

work of the Coast Guard has been compiled on the plan adopted 
some years ago by the Revenuet-Cutter Service, namely, separating 
instances of wreck and rescue work where no estimate of the money 
value of the assistance can be made from those of a determinate value, 
and including the former under the caption " Miscellaneous Assist- 
ance Rendered"; and in compiling this statistical account for the 
Life-Saving Service for the period from July 1, 1914, to January 28, 
1915, the same plan has been followed. While, under this plan, the 
aggregate of rescue work appears to be of less magnitude in terms 
oi money, it may be observed that the effective energies of the Coast 
Guard already have been found to measure up satisfactorily to the 
duties hitherto required of and accomplished by its constituent 
parts. 

The equipment of the Coast Guard consists of 24 cruising cutters, 
18 harbor cutters, and 279 coast stations. The activities of the cutters 
and stations during the year resulted in 1,507 lives saved from 
jeopardy, 1,504 instances of assistance whereby vessels and their 
cargoes, valued at $11,088,730, were saved, and 556 cases of other 
services, which include instances where the assistance rendered could 
not be appraised or the aid given was not deemed of sufficient im- 
portance to be classified as "lives and property saved" and unsuc- 
cessful attempts at rescue. 

In order to show just what vessels were given definite and apprais- 
able assistance and the nature of the assistance rendered the record 
is set forth in chronological order on pages 143 to 221, and the names 
of the cutters or stations participating are stated. 

It is impracticable to set out in detail all the miscellaneous services 
rendered through the agencies of the Coast Guard or to assign a 
definite value as representing the material benefits of such efforts, 
but the nature and number of these miscellaneous activities entitle 
them to conspicuous notice in the narrative of service operations 
during the year. They cover a wide and diversified range of action 
in the prevention and amelioration of all sorts of distressing condi- 
tions wherever found. Without attempting to catalogue the entire 
list, it includes warnings to vessels running into danger, medical and 
surgical aid to the sick and injured, recovery and burial of bodies 
cast up by the waters, extinguishing fires at wharves, dwellings, and 
business structures, and fighting forest fires; cooperating with local 
authorities in the maintenance of public order and apprehending 
thieves and other lawbreakers; preventing suicide; restoring lost 
children to their parents ; recovering stolen property and salving mis- 
cellaneous articles from danger or destruction; acting as pilots in 
cases of emergency; furnishing food, water, and fuel to vessels in 
distress ; protecting wrecked property, and furnishing transportation 
and assistance to other branches of the public service. 

It is interesting to note that during the entire year there were but 
five days when at least one unit of the Coast Guard was not actively 
engaged in wreck or rescue work, and that the number of instances of 
rendering assistance averaged over 6 a day, while the maximum num- 
ber in any one day was 36. As each of these instances represents an 
emergency requiring prompt action, the foregoing affords a fair 
illustration of the activity of the service and the state of prepared- 
ness in which it must be maintained. It also indicates that there is 



AID TO VESSELS IN DISTRESS. 



AKNTJAL BEPORT OF l^flE COASt GtTAKD. 5 

but little time when the Coast Guard is not actively occupied in 
duties of the highest importance — ^highest because it is in the mterest 
of humanity and of the public welfare along the enormous stretch of 
our coast lines. 

The various operations of the Coast Guard are set forth under the 
appropriate heads below. 

ASSISTAKCE TO VESSELS IN DISTRESS. 

In addition to the patrols constantly maintained during the active 
season by the station crews along the shore and the regular cruising 
of the cutters oflFshore, the latter are charged with special watchful- 
ness and activity during the stormy winter months on the Atlantic 
coast. Early in the fall of 1914 the following letter was sent to the 
President: 

Treasury Department, 
Washington, November 5, 1914. 
The President, 

The White House. 

Sir: I have the honor to state that section 1536 of the Revised Statutes of 
the United States provides as follows : 

" The President may, when the necessities of the service permit It, cause any- 
suitable number of public vessels adapted to the purpose to cruise upon the 
coast in the season of severe weather and to afford such aid to distressed navi- 
gators as their circumstances may require ; and such public vessels shall go to 
sea fully prepared to render such assistance.** 

In accordance with the provisions of this section, the custom has been to 
designate such vessels of the Revenue-Cutter Service (Coast Guard) as are 
stationed upon the dangerous coasts of the United States to perform special 
winter cruising. 

1 therefore recommend that the following-named vessels of that service be 
designated to perform the duties above mentioned during the coming season: 
Woodbury, Androscoggin, Gresham, Acushnet, Mohawk, Onondaga, Apache, 
Pamlico, Seminole, Itasca, and Yamacrato. 
Respectfully, 

W. G. McAboo, Secretary. 

Approved : 

WooDROw Wilson, 

(Nov. 5, 1914.) 

In accordance with the above authority the cutters named were 
given detailed orders which established during the months of De- 
cember, January, February, and March a practically continuous 
patrol of the Atlantic coast from Eastport, Me., to Cape Canaveral, 
on the coast of Florida. 

The orders sent to each of these winter-cruising vessels were of 
the same tenor as the following : 

Treasury Department, 
Washington, November 16, 1914. 

Commanding Officer Coast Guard Cutter " Gresham," 

Boston, Mass. 

Sir: The President having designated the Gresham to cruise under the pro- 
visions of section 1536, Revised Statutes, and to afford such aid to distressed 
navigators as their circumstances may require, you are directed to put your 
command In readiness and proceed to sea on this important duty on December 
1 next. You will actively cruise your ship from this date until April 1, 1915. 

2. In order that you may be able to extend relief to the crews of vessels in 
distress, the Oresham should be provided with provisions, water, and fuel in 
such quantities as can be conveniently stowed. 

3. Having duly prepared your command for the work contemplated by these 
orders, you are directed to cover a cruising district extending from Portsmouth, 



6 ANNUAL BEPOET OP THE COAST GUAKD. 

N. H., southward to Nantucket Shoals Lightship and westward to Block leHaiid, 
including the waters of Nantucket and Vineyard Sounds, making a harbor 
when stress of weather, want of fuel, provisions, or other good reasons require^ 
keeping at all times a vigilant lookout for vessels in need of assistance. 

4. It is expected that you will cover your cruising district In the most dDfec- 
tive manner, and extend such aid to those in need as it may be in your power 
to render. You will make arrangements before the beginning of winter cruis- 
ing with stations along the coast for the transmission to you by telegraph or 
otherwise of such information regarding wrecks^ vessels In distress, etc., as 
may enable you the more expeditiously to carry out the intent of these instruct 
tions. You 'will communicate the nature of these arrangements^ as soon as 
made, to the department. 

5. There will be strict compliance with the requirements of articles 146-161, 
inclusive, of the regulations, to which your attention is especially called. 

6. From the first port entered after having rendered assistance of any kind, 
you will submit a report to the department upon the usual form (2015), giving 
such particulars as will show fully the service performed. The details shall 
be made clear and comprehensive. 

7. You will be careful to enforce the customs and navigation laws througbont 
your cruising district by causing vessels fallen in with to be boarded and 
examined. Ample boarding lists will furnish evidence of tiie proper perform- 
ance of this duty. You will confer with all chief officers of the customs at such 
ports as you may visit, with a view to the correction of infractions of law, and 
keep these officers Informed as far as possible of your movements so that they 
may speedily communicate with you at all times relative to the work of your 
command and enable you to execute any particular duty with certainty and 
dispatch. 

8. The movements of your command will be reported to the department in 
accordance with instructions set forth in article 996, Regulations, Kevenue- 
Cutter Service. If a stay in port or at an anchorage is of 24 hours' duration 
or over, this fact will be reported at once to the department by mail at the end 
of each 24-hour x>erlod in port or at an anchorage, stating the reasons for such 
stay. 

9. Should you gain information of the presence of derelicts or wrecks within 
your cruising district in the path of commerce, whether within or without the 
navigable waters of the United States, you will act In accordance wlUi the In- 
structions set forth in department General Order No. 24. In this connection 
your attention Is called to article 148, paragraph 6, of the regulations. 

10. You win, as far as practicable, keep in close touch with vessels of the 
service on adjacent stations and with available shore stations by means of 
radio, to the end that you may take prompt advantage of such means in the 
effective discharge of your dutlea 

11. You will Inform the officers of your command that no leaves of absence 
win be granted during the winter cruising period except In urgent cases. 

12. The successful accomplishment of the objects herein Indicated will re- 
quire on your part constant and energetic direction and, therefore, besides at- 
tending to the usual duties of your station you are given full latitude to re- 
si)ond in all cases where you may be useful in aiding distressed mariners or 
otherwise In the performance of your duties. It Is expected that you wlU de- 
vote your time and best energies to the faithful discharge of your obligations 
as imposed by law and regulations, and that you will leave no effort untried to 
make for your command an enviable record. The department will regard with 
interest the progress of your work, and will be gratified to hear of any special 
or Important service rendered by your command. 

13. At the expiration of the winter cruising period you will submit to the 
department a detailed report of the work performed by your command from 
December 1 to April 1. This report will embrace only the performance and 
results of your winter cruising and should not contain recommendations as to 
ship or personnel. 

Respectfully, 

Bybon R. Newton, 
Assistant Secretary. 

A description of the work of the cutters and stations in relieving 
distress forms an interesting series of marine mishaps. These are 
extended over all the coasts of the United States where Coast Guard 



ANNUAL REPOBT OF THE COAST GUARD. 7 

stations are located, and the various waters, local and territorial, 
where cutters are stationed. The entire Atlantic coast from Maine 
to Texas, the coast of Porto Rico, the waters of the Great Lakes, the 
Pacific coast, and the waters of the Hawaiian Islands and Alaska 
are all included in the reports herein detailed and the summaries. 
In the following will be found brief mention of some of the most im- 
portant and interesting incidents of the year : 

Steamer Sable I.-^At 2.45 p. m. Juty 28, 1914, a radiogram was 
received by the Seneca^ at that time on Cape Race, Newfoundland, 
from the British steamer Sable I stating that she was disabled 10 
miles W. ^ N. of Cape Race and requesting assistance. At 4 p. m. 
the Seneca came up with the disabled steamer and sent an officer 
aboard to ascertain conditions. Her engine was found to be totally 
disabled, and, as it was out of the question to make sufficient repairs 
to reach port, her master requested a tow to Halifax, Nova Scotia. 
Accordingly the Seneca^s 10-inch hawser was run to the steamer's 
port bow and at 5 p. m. the cutter started with the Sahle I in tow. 
The weather continued favorable and good progress was made on 
the 29th and 30th and the steamer was turned over to the tug Togo 
oflF Georges Island, Halifax, Nova Scotia, after being towed 486 
mUes. The Sable I was a new steamer, valued at $100,000, and had 
a $20,000 cargo aboard, consigned from Glasgow, Scotland, to Hali- 
fax, Nova Scotia. 

Steamer Bay State.-— On August 7, 1914, the steamer Bay State^ 
with a crew of 104 men and 250 passengers on board, went ashore in 
a dense fog in a very exposed position on Portland Head. The cutter 
Woodbury went immediately to her assistance and was the first 
vessel to offer aid. A 7-inch line was run to the port quarter of the 
disabled vessel and the Woodbury started pulling. At 8.25 a. m. the 
steamer floated, let go the line, and proceeded up the harbor under 
convoy of the cutter. 

Schooner G. S. Holmes. — ^While cruising in the Arctic the cutter 
Bear found the American schooner C S. Holmes aground on a shoal 
near Wainwright Inlet, Alaska. A line was run to the stranded 
vessel, but was parted by drift ice. The ice became so thick in the 
vicinity that the cutter had to withdraw until August 15, 1914, when 
she returned to the stranded vessel, ran out a kedge anchor, whereby 
the master of the Hohnea was enabled to kedge his vessel off into deep 
water. The four passengers on board the schooner were taken off by 
the Bear and landed at their destination. 

Schooner Emily P. Wright. — On the morning of August 27, 1914, 
a man appeared at the Brazos Coast Guard l^ation, Tex., and an- 
nounced himself as one of the crew of 11 men of the schooner Emily 
P. Wright^ which had been wrecked on the Mexican coast, 140 miles 
south of the station, on the 23d. It appears that he and other 
members of the schooner's crew, reaching shore in a small boat and 
upon pieces of wreckage, had struck out up the beach in the hope 
of finding succor. He himself, of greater endurance than the others, 
had gone on ahead of the shipwrecked party to find help, leaving his 
shipmates, weak from hunger, to follow after as best they might. 
The Coast Guard crew promptly launched their surfboat and set 
out down the coast. Seven miles below their station they picked up 
two of the sailors. Continuing on southward they found and took 



8 ANNUAL BBPOBT OF THE COAST OUABD. 

on board other members of the schooner's crew at different places, 
until all hands but the master had been accounted for. All of those 
now in the care of the station crew were of the opinion that their 
captain — an old man — ^had perished, as he had given out, apparently, 
not over 40 miles from the place where the vessel was lost. The 
men thus far picked ud were in a pitiable condition, having been 
five days without food. Moreover, all were ill, and some were 
naked. They were therefore hurried back to the station, where 
medicine, food, and clothing could be obtained, and the coast guards- 
men continued the search for the master. They found him on the 
Mexican coast, 35 miles from the Brazos station. He was entirely 
helpless, and the rescuing party of four — ^part of the crew having 
left the boat and taken to the beach 25 miles to the northward — 
were compelled to carry him nearly every foot of the distance to the 
place where they had come ashore. They returned to their station 
at 6 p. m., having been engaged upon their errand of rescue fully 16 
hours. By September 3 the 11 men composing the shipwrecked 
crew were so far on the road to recovery that the station keeper took 
them to Brownsville and arranged for their transportation to Gal- 
veston. 

Flatboat — Shortly after 11 a. m., August 29, 1914, the lookout of 
the Louisville, Ky., station sighted a flatboat that had swamped just 
below the cross dam of the falls of the Ohio. Members of the sta- 
tion crew covered the half mile or more to the scene of the accident 
in seven minutes and took three men — all that were aboard the flat — 
from rocks protruding above the swift current. The boat in the case 
was destroyed in the turmoil of the rock-studded water. That the 
occupants also were not lost was due entirely to the early appear- 
ance of the Coast Guard crew on the scene of the casualty. 

Steamer City of Chicago. — ^When within 5 miles of the end of her 
run in the early morning of September 1, 1914, the 1,439-ton passenger 
steamer City of Chicago^ bound from St. Joseph, Mich., to Chicago, 
with 94 passengers, a crew of 56, and a full cargo of fruit, was discov- 
ered by her master to be on fire amidships. To avoid panic no alarm 
was sounded, and the presence of the fire was kept secret on board un- 
til the master was able to lay his vessel, head-on, upon the break- 
water protecting Chicago Harbor. As the steamer rested upon the 
barrier referred to she lay within a few feet of the old Chicago Coast 
Guard Station. The station lookout had observed smoke issuing from 
her before she struck^ and keeper and crew lost no time in beginning 
the work of extinguishing the blaze. The women and children on 
board were carried down ladders set against the steamier's side. With 
everybody safely landed, the Coast Guard crew devoted their entire 
attention to subduing the fire, and succeeded, with the help of a fire 
tug, in putting it out after three hours' effort. The flames extin- 
guished, the station crew spent the remainder of the day running 
fines, carrying the steamer's officers and owners to and fro, and in 
performing other service incident to the work of getting her off. At 
1 a. m. of the 2d fire again broke out below deck. This the station 
crew put out unassisted. The vessel was finally hauled off and taken 
to a slip. 

Three sailboats, — About 9 o'clock in the morning, September 8, 
1914, the keeper of the City Point, Mass., station received word that 
the catboat Dawdle was somewhere offshore with a man and six boys 



ANNUAL BEPOBT OF THE COAST GUABD. 9 

on board. As the sea was rough at the time, the crew of the station 
named put oflF in the service steamer Relief in search of the boat. 
They found her 7 miles south-southeast of their station, near Princess 
Head, with her rudder broken. She had been out all night in a gale. 
When the Coast Guard crew overhauled her the boys were in a frenzy 
of fright. They were transferred to the ReUef^ and the boat was 
taken in tow. While they were on their way back to the station th§ 
service crew sighted a boat ashore on Long Island, with an ensign in 
her rigging, union down. Going alongside, they found her to be the 
catboat Mizpah^ with 10 persons on board. After much difficulty, 
they succeeded in placing a sling around her bottom and pulling her 
oflF. Resuming their way shoreward with the two boats in tow, they 
came across still a third vessel, an unnamed sloop, ashore. Comply- 
ing with the request of her master for assistance, they hauled her off 
into deep water. She also was placed in tow of the Reliefs and all 
three boats, with the 18 persons found aboard of them, were carried 
safe into harbor. 

Tug Lormcu — On the evening of October 23, 1914, the tug Lorma 
carried 11 men offshore from Milwaukee to their work upon a steel 
waterworks crib. During the night a gale arose and created a very 
rough sea. Fearing for the safety of the workmen, the contractor 
havmg the construction of the intake in charge appealed to the mas- 
ter of a tug to go out and bring them in. The request was refused. 
He thereupon turned to the crew of the Milwaukee Coast Guard sta- 
tion, and with better success. Owing to a tremendous sea and a 
strong undertow around the crib, it was impossible to hold the service 
boat alongside long enough to take the men off. The keeper therefore 
ordered a surf man to remove his storm clothing and prepare to jump 
on signal. Then the power boat was run full speed close under the 
side of the crib, and as she shot past the ladder hanging down from 
the structure the surf man leaped for and caught it and scrambled up 
to the top. It required only a few moments thereafter to heave a 
line from the boat into the hands of the surf man. A sufficient num- 
ber of life belts to go around were then sent upon the line to the crib. 
The power boat was now backed away from the crib a distance of 25 
yards. When all was ready a man, with a belt upon him and the line 
about his body, leaped into the water and was hauled into the boat. 
This performance was repeated until all hands, including the surf- 
man, were safe off the crib. 

Steamer HanaleL — On November 23, 1914, during the i)revalence 
of a fog, this steamer, bound from Eureka to San Francisco, Cal., 
with a cargo of lumber aiid general merchandise, got off her course 
and ran into a reef off Point Bolinas, 14 miles north of the Golden 
Gate. She carried a crew of 30 and 36 passengers, 14 of whom were 
women and children. She lay upon the reef in the heavy fog from 
noon of the 23d until about 4 a. m. of the 24th, when she broke up. 
Twenty-three of those on board — 10 members of the crew and 13 
passengers — ^lost their lives, either being drowned, suffocated by oil 
liberated from the vessel's fuel tanks, or killed by floating wreckage. 
Thirty persons were rescued by the crew of the Golden Gate Coast 
Guard station, working from the shore, and 13 by the Point Bonita 
Coast Guard crew and the crew of the Coast Guard cutter McCul- 
loch^ operating from outside. It is doubtful if in the annals of 
shipwreck any was ever before reported as having occurred within 



10 ANNUAL BBPOBT OF THE COAST GUABD. 

the scope of the Coast Guard establishment which was attended by 
so many dramatic incidents and spectacular features, or <Mie where 
those whose lives were in peril were subjected to so long a period 
of mental distress while waiting for their vessel to break up under 
them or compelled to face a more terrifying ordeal after that event 
took place. There certainly could not be a shipwreck in which the 
individual examples of heroism, self-sacrifice, and humanitarian 
service on the part of the rescuers could be more numerous or more 
praiseworthy. 

One of the keepers at San Francisco transported the truck and 
beach gear from Sausalito to the scene of the wreck — a distance of 
60 miles over one of the roughest and narrowest highways in the 
State of California — at night in order to make an attempt to rescue 
the people from shore. The vessel finally broke up and the ship- 
wrecked people were thrown into the water. Many of them grasped 
disintegrated parts of the vessel, and from this predicament were 
rescued by the Coast Guard men. In some instances the rescuers 
joined hands and formed a living chain in their efforts to reach. the 
victims. Nearly all of those who met death in the water were killed 
by inhaling the floating oil into their lungs. Those saved from the 
catastrophe were taken on board the McCuUoch and given first-aid 
treatment by the officers and men on board. They were carried to 
the cabin and stripped and their noses and throats freed from oil 
and their limbs chafed. Stimulants were also administered, and 
those in need of further restorative treatment were subjected to 
artificial respiration. On entering the Golden Gate the harbor 
cutter placed on board several surgeons and nurses of the Public 
Health Service, who took charge of the patients. Taken altogether, 
this was the most thrilling wreck encountered by the Coast Guard 
during the entire year. (See special report, p. 118.) 

Schooner Thomds W. H. White. — On November 28, 1914, the 
master of the schooner Thomas TT. H. White reported to the Acush- 
net that his vessel had grounded on the west end of L'Hommedieu 
Shoal, and as she was m danger of being wrecked in case of bad 
weather he requested the assistance of the cutter. The Acushnet 
went to her assistance immediately and ran a 9-inch hawser to her 
starboard bow, and the line was taken through the hawse pipe to 
the foremast. She pulled on her from 12.50 to 1.30 without effect 
on account of the tide. At 8 o'clock in the evening she again pulled 
on the vessel without moving her. They thereupon investigated and 
found shoal water forward and a 12-foot lump near the main rig- 
ging. The following morning the Acushnet again pulled on the 
schooner and succeeded in floating her undamaged at 8.10 a. m. 

Schooner LueUa Nicherson. — One of the most daring rescues of 
recent years to the credit of the corps was performed on December 
7, 1914, when the crew of the Point Judith, R. I., station took two 
men off the Point Judith breakwater, after their vessel had been 
dashed to pieces against that structure during the progress of a 
storm of hurricane violence. It appears that the vessel in question — 
a 26-ton schooner, named the LueUa Nickerson — dragged her anchors 
during the night of the 6th, and went on the breakwater shortly after 
daylight of the 7th. Fortunately, the two men aboard of her suc- 
ceeded in escaping imhurt to the wall, there to find refuge upon a 



ANNUAL REPORT OF THE COAST GUARD. 11 

lantern post standing upon the wall's extreme outer end, a full mile 
from the land, where they remained for more than an &our, exposed 
to the uninterrupted sweep of a fierce biting wind, and constantly 
drenched by the icy spray of the seas. The service crew mentioned, 
their surfboat equipped with anchors and lines, got away to the 
rescue about 8.30 a. m. Working their way cautiously to within 300 
or 400 feet of the wall, they put out two anchors and payed out a 
hawser iintil they were within 40 feet of the imperiled men. From 
this position, exposed to disaster from the wreckage of the schooner 
threshing about in the backwash of the breakwater, a heaving line 
was thrown. The first effort with the line failed entirely. On the 
second throw the heaving stick caught in a crevice of the rocks and 
the boatmen could not dislodge it. One of the men on the wall now 
slid down between seas, made a dash for the line, secured it, and 
carried it back up the post. Instead of tying it about his body, how- 
ever, he lashed himseli fast again. The station keeper, in the boat, 
endeavored to make the men understand by sisals what was ex- 
pected of them. The man who had the line failed to comprehend, 
however, and let it drop to the wall. Finally, after the keeper had 
given them an ocular demonstration of the proper use of the line by 
tying it around the bodies of two of his oarsmen they understood 
and did as directed. Then, at a favorable moment, both men, fast 
to the line, left the post, picked their way down the lee slope of the 
wall, and cast themselves into the water. It was but the work of a 
moment or two to haul them into the surfboat. Now, came the 

{)roblem of raising the anchor and getting out of the dangerous 
ocality of the wall. Up to this time the entire crew had pulled 
constantly at their oars to keep the boat from being swamped. Un- 
able to get ashore in the sea that prevailed, it became a question of 
keeping afloat. For five hours they held their boat under the break- 
water, not daring to leave its small protection from wind and sea. 
About 2 o'clock in the afternoon the torpedo boat Morris was sighted 
coming into the harbor. Seeing the surfboat, she bore down upon it, 
got a line aboard by the exercise of good seamanship, and towed the 
boat inshore. The weather continued so bad that the coast guards- 
men, unable to make a landing, remained on the torpedo boat over- 
night. 

Schooner Mary TT. Bowen. — On December 10, 1914, the Itasca re- 
ceived word that the schooner Mary TT. Bow en was in distress at 
anchor 36 miles NE. \ E. from Cape Charles Light Vessel. The cut- 
ter steamed for the vessel, and at 11.50 p. m. found the five-masted 
schooner at anchor riding out a gale. It appears that in trying to get 
up the anchors the windlass engine became disabled and that the 
small crew could not handle the same. The Itasca anchored for the 
night and at daylight ran a 9-inch line to the vessel and sent on board 
a warrant officer and 14 men, who succeeded after great difficulty in 
securing the anchors and chain. The vessel was then towed to the en- 
trance of Chesapeake Bay and turned over to a tug. 

Schooner Sf artel. — ^At 4.30 p. m. December 16, 1914, the Gresham^ 
anchored in Vineyard Haven, received word by radio that the 
schooner Svartel was in distress off the Pamet River Coast Guard 
station, and that the crew of that station had gone to her assistance. 
The Gresharifh immediately started for the scene, and at 10.10 p. m, 

4943^—15 Z 



12 ANNUAL REPORT OF THE COAST GUARD. 

anchored ahead of the schooner, which was coal laden and leaking 
badly. The I^amet River crew ran the cutter's 8-inch hawser to the 
distressed vessel and manned her pumps. The schooner got her 
anchor, and at 11.10 the Gresham got under way with the schooner 
in tow for Provincetown, where she anchored her at 7 the next morn- 
ing. The crew of the vessel found it necessary to keep the pumps 
going during the entire trip. But for the Gresham^a arrival the 
master of the Spartel would have had to beach her, and on that ex- 
posed shore she would have undoubtedly been a total loss. 

Schooner Irene E. Meaervey. — At 8.15 a. m. December 17, 1914, 
while anchored at Provincetown, the Gresham received word that an 
unknown schooner was flying a signal of distress 5 miles northeast 
of the Nauset Coast Guard station. The cutter got under way and 
stood for the scene, where she arrived at 11.50. She found the 
schooner Irene E. Meservey had become unmanageable on the 16th 
instant, but her master had succeeded in working her in close to the 
Nauset station, which had sent the call for the Gresham. The station 
surfboat took an 8-inch line from the Greshami and put it aboard the 
schooner, which then got her anchor, and at 12.45 the cutter got imder 
way with the schooner in tow for Provincetown, where, at 6.50 p. hl, 
the schooner was anchored in safety. 

Steamer Camino. — On January 20, 1915, the American steamer 
Camino^ loaded with food supplies for the Belgian Belief Commit- 
tee, became disabled at sea and was being tow^ to Halifax by the 
Canadian Government steamer Lady Laurier and the British steamer 
Kanawha^ and expecting bad weather a radio call for assistance was 
sent to the Coast Guard cutter Androscoggin^ which was cruising in 
the vicinity carrying aid to American fishermen. The Kanawha was 
ahead towing and the Lady Lavrier was acting as a rudder. The 
steel hawser of the Kanawha parted during a squall and the master 
of the Carrdno then requested the Androscoggin to run him a line, 
the cutter having reached the scene in the meantime. A 10-inch 
manila hawser was accordingly put on board the disabled vessel and 
she was towed until 7 p. m. on the 23d, when the Androscoggin be- 
came unmanageable, owing to the heavy weather, and the hawser 
had to be cast off. The Kanawha then ran a hawser, and on the 25th, 
during a severe snowstorm, this also parted. The Androscoggin 
stood by the C amino until the morning of the 26th, when tugs from 
Halifax came out and towed her into that harbor. The whole affair 
was a continuous struggle against adverse conditions, gales, weather, 
and seas. Several men were injured on board the steamer, whereupon 
the surfboat from the Androscoggin was lowered in a heavy sea and 
the injured men taken from the Camino when she was rolling bul- 
warks under every few minutes. These were given medical treatment 
on board the cutter. 

Steamier Evelyn. — On February 5, 1915, in answer to distress 
messages received from Coast Guard stations along the New Jersey 
coast, the Mohawk proceeded in search of the steamer Evelyn^ re- 

?iorted off Beach Haven, N. J., that day. At 4 p. m. the steamer was 
alien in with to the northward of Bamegat Light. She was well 
down by the head and making slow speed. Her master stated 
that the forehold was full of water, that he was short of coal, and, 
due to the threatening condition of the weather^ in urgent need of 



ANNUAL BEPORT OF THE COAST GUARD. 13 

assistance. The Mohawh put a 10-inch line aboard the distressed 
vessel, and at 4.35 p. m. started ahead at slow speed. The steamer 
was unable to steer owing to drawing so much water forward. The 
tug John Timmdna arrived and her offer of assistance was accepted by 
the master of the Evelyn. The tug made fast behind the steamer's 
sterol and endeavored to keep her in line with some success. About 
10 p. m. the Mohawk'^8 10-inch line parted, due to an unusually bad 
sheer of the steamer, and the steamer and tug both got their wheels 
fouled with lines. After darkness came on the seas increased in vio- 
lence, and it was decided to attempt to reach the channel buoy before 
the coming storm reached its height. At midnight, having reached 
the Ambrose Channel entrance^ it was determined to wait until day- 
light before attempting to navigate the channel. The next morning 
proceeded up the channel with the tug Tirmmns assisting. At 3 p. m. 
reached Quarantine and there turned the Evelyn over to the Tvrmrmia 
and another tug,. the F. B. DoHzeU^ according to the wishes of her 
owners. The master stated that the Evelyn had left New York in 
the early part of January with a cargo of horses for the European 
war zone, but that bad weather was encountered and the entire cargo 
lost, the steamer putting into Bermuda in distress. Temporary re- 
pairs were made there, out were not sufficiently substantial to hold 
for the trip back to New York, and this accounts for her plight when 
the Mohawk found her. (See special report,, p. 124.) 

Bark HugoToont. — On her way from London to New York with a 
crew of 28 and a cargo of chalk the British bark HugoToont lost her 
bearings in a dense fog when within a few hours' run of her destina- 
tion, and on February 6, 1915, stranded on Fire Island Beach, New 
York, 1 J miles east of the Fire Island Coast Guard Station. Lying 
300 yards off the beach, she attracted attention to herself by firing a 
gun and brought to her assistance three Coast Guard crews — one from 
Fire Islamd, one from Point of Woock, and one from Lone Hill. 
The position of the bark could not be determined from the shore 
owing to the fog, and a line, shot out over the water as soon as the 
Lyle gun could be brought into play, missed its mark, falling astern 
of the vessel. The fog lifted shortly, and a second shot placed a line 
across the bark between the mizzen and jigger masts. This line 
was broken in two, however, by the swift set of a westerly cur- 
rent. The fourth and last shot was entirely successful, and noth- 
ing occurred thereafter to delay the operation of the breeches buoy. 
Twenty of the crew — all who wished to go ashore at the time — ^were 
landed in rapid succession. Seven preferred to remain aboard ship. 
Two of these were hauled ashore the following morning, the 7th. 
On the afternoon of the last-mentioned date wreckers set to work 
to float the bark. She was hauled free on the night of the 19th. 

Steamer Santa Marta. — ^The Onondagoj on February 19, 1915, re- 
ceived radio advices that the American steamer Santa Marta was 
disabled with a broken rudder stock in latitude 35° 29' N., longi- 
tude 74*^ 35' W. She proceeded immediately to the scene, encoun- 
tering en route a fresh northeast gale and heavy sea. At 6.20 p. m. 
February 20 she sighted the steamer. The wind was still blowmg a 
moderate gale and a high sea was running. As the sea was too 
heavy to lower a boat, she stood by the disabled vessel until the 
following day. A wrecking tug arrived in the meantime, having 



14 ANNUAL BEPORT OF THE COAST GUAKD. 

been previously engaged by the master of the steamer, and ran a Ime 
to the Santa Maria, The tug then started to tow the disabled vessel, 
but she yawed wildly, and on the morning of the 22d the towline 
parted. It being apparent that the tug could not handle the steamer 
alone, the Onondwga stood over and ran a 12-inch line to the Santa 
MartcHs stem. The tug then started ahead with her tow, with .the 
Onondaga towing astern, her engines stopped, and steering the 
steamen At the request oi the master of the Santa Marta the Onon- 
daga steered the steamer to the entrance of New York Harbor. The 
presence of the Onondaga was a necessity throughout; as the wreck- 
mg tug was unable to steer the steamer alone. 

Steamer Mongolian. — ^At 7 p. m. February 25, 1915. the Seneca^ 
while engaged in the ice patrol, intercepted a radiogram stating that 
the British steamer Mongolian was east of the Grand Banks of New- 
foundland leaking badly. The cutter immediately made arrange- 
ments by radio to meet the disabled steamer the following morning. 
At 10 o'clock on the 26th the disabled vessel was fallen in with, 
and the master requested that the cutter stand by him and convoy 
the Mongolian to St. Johns. The steamer had struck a rock in St. 
Johns Harbor, and although temporary repairs had been made the 
rough weather at sea had started the patch and caused her to leak 
badly. The Seneca convoyed the disabled vessel to Halifax, Nova 
Scotia, where she arrived at noon on the 28th instant. The continued 
presence of the cutter gave an assurance of safety to the 303 passen- 
gers and crew on board the steamer, as they feared the latter might 
sink at any time. 

Schooner Thelma. — ^While cruising off Cape Cod on the morning 
of the 21st of March, 1915, the Gresham sighted the schooner Thelma 
flying a signal of distress. Kunning alongside it was found that 
the schooner had been at sea for three weeks, her provisions and 
water supply low, and the master ill. The weather was unsettled, 
with a light snow falling and every indication of strong easterly 
weather. It was therefore deemed advisable to take them to a place 
of safety. Accordingly the sails were lowered on board the schooner, 
after which the Gresham, was worked in close on the starboard side 
in such a position that a heaving line was thrown from her stem 
to the schooner's starboard bow. The end of a 10-inch hawser was 
then sent on board and secured to the schooner and at 11.25 a. m. 
the Gresham started ahead with the schooner in tow for Province- 
town, where she arrived at 4.50 p. m. and safely anchored the 
schooner. 

Schooner Josephine. — ^This vessel, a four-masted schooner of 639 
tons, sailed from Savannah, Ga., for New York, March 26, 1915, 
with a cargo of lumber. On the 31st, off Cape Lookout, she ran into 
a severe storm which buffeted her about for three days, carrying 
away practically all of her sails and leaving her waterlogged and 
helpless. In an attempt to beach her the master ran her onto the 
shoals off the North Carolina coast April 3. She was discovered in the 
breakers by the lookout of the Kill Devil Hills Coast Guard station, 
and the crew immediately rushed to the beach with the breeches 
buoy gear, as no boat could live in the seas that were tearing the 
schooner to pieces. Several shots were fired in endeavoring to get 
a line to the men in her rigging, but all to no avail, for each time the 



ANNUAL REPORT OF THE COAST GUARD. 15 

swirling wreckage entangled and parted the line as the vessel rapidly 
broke up. Four men — one the master of the ill-fated ship — were 
washed from the rigging by the huge seas, and of these two suc- 
ceeded in clinging to bits of wreckage until they gaiued the surf, 
from which they were rescued by a surf man 1 mile down the beach 
from the wreck.- Two others were brought ashore from the wreck 
itself by coast guardsmen who fought their way through the seeth- 
ing waters, and by main strength and the assistance of their com- 
rades, who joined hands and formed a living chain, succeeded in 
gaining the beach in safety. Of her crew of seven, three — ^the mas- 
ter and two seamen — ^were lost. The four rescued men were taken to 
the station, given restorative treatment, and furnished with warm 
clothing. (See special report, p. 126.) 

Tug Edward Luckenhack. — The stranding of this tug, April 3, 
1915, on the Virginia coast, between Little Island and False Cape 
Coast Guard stations, was the most serious disaster of the year on the 
Atlantic coast. Of her crew of 17, two were saved, one from the 
surf and the other from the tug's mast after the seas had somewhat 
subsided. The tug was bound from New York City to Norfolk with 
three barges in tow, but parted her hawser in a northeast gale and 
snowstorm off the Capes of the Chesapeake. While trying to pick 
up the barges her steeWgear carrie/away, and thus ^crif pie/she 
tried to anchor, only to suffer the additional loss of her anchor and 
chain. She was swept upon the reef and sunk, leaving her smoke- 
stack and the tops of her masts above water. All but two of her 
company were swept off her and only one of these lived to reach the 
shore, where he w^s rescued from the surf by the Coast Guard patrol. 
Of the two who found refuge on the foremast as she settled, one, the 
master of the tug, later released his hold and fell into the water from 
exhaustion. The other succeeded in maintaining his hold until the 
seas subsided to some extent on the foUo^fing day when he was 
rescued by the surf boat. Five lines were shot to the man on the mast 
before a successful one was made, and then the men failed to make 
use of the line, but fastened it to the mast and paid no further at- 
tention to it. Soon after the weaker of the two men dropped into 
the sea and was lost. Believing the other to be dead, the Coast Guard 
crew went to the assistance of the barge Wm, H, Mdcy^ one of those 
which had been in tow of the wrecked tug, and assisted in landing her 
entire crew of four by means of the breeches buoy. Early on the 
morning of the 4th a surf man reported that the man on the mast of 
the Luckeriback was still alive. It was impossible to launch a boat 
in the seas that were running, but when the tide turned, shortly after 
noon, advantage was taken of the slight moderation of wind and sea 
to send a boat to the wreck. The boat ran in under the projecting 
mast and the sailor cast off his lashings and dropped into the arms 
of the surfmen. He was taken to the station and given restora- 
tive treatment which resulted in preserving his life. (See special 
report, p. 128.) 

REMOVAL OF DERELICTS. 

This very important duty has been carried on with effectiveness 
during the year. The several gales which swept the Atlantic coast 
during the winter months left a number of lumber-laden derelicts in 



16 ANNUAL BEPOBT OF THB COAST GTJABD. 

their paths. The vicinity of Cape Hatteras is usually the most dan- 
gerous to sailing vessels and a number of these were abandoned by 
their crews in that portion of the Atlantic and left to drift in tb^ 
Oulf Stream, a menace to shipping. Immediately after each gale the 
resources of the Coast Guard are taxed to the utmost to gather in 
these wrecked and abandoned vessels, for if they are not recovered 
before they pass into the more northerly latitudes, the varying winds 
and divergent currents cause them to drift in erratic courses, and the 
difficulty of the search is greatly increased. Five Imnber-laden dere- 
licts were picked up shortly after they had been abandoned by their 
crews, towed into Hampton Roads, and restored to their owners. 
Had they not been promptly found, thev would have eventually 
drifted into the trans- Atlantic steamer lanes, there to become a 
source of apprehension and danger. 

The net result of the operations of the cutters in this activity for 
the year was the destruction or salving of 26 derelicts of different 
types. The value of those brought into port and turned over to the 
owners amounted to $161,000. On page 248 is a list^ arranged chro- 
nologically, showing the position of the several derebcts when found, 
and the disposition made of each. 

In previous reports there has been set forth the method of coopera- 
tion between the War and Treasury Departments relative to the dis- 
position of sunken derelicts which come within the jurisdiction of the 
former department — ^that is, those wrecks within the 3-mile limit or 
in fairways. For the benefit and guidance of those interested or con- 
cerned, this is reprinted on page 251. 

As illustrative of the work performed by the cutters in derelict 
operations during the past year, the following incidents are cited : 

Derelict schooner Warren Adams. — ^December 28, 1914, the Itasca 
was informed by radio that an abandoned derelict schooner had been 
sighted in latitude 34° ^0' N., longitude 75° 24' W., and immediately 
left in search of the dangerous craft. On the morning of the 30tn 
the derelict was located 30 miles northeast of the reported position 
and found to be the schooner Warren Adams^ of Philadelphia, with a 
cargo of pine lumber, with only her foremast standing and main deck 
awash. Four volunteers were provided with five days' provisions, 
sent aboard to handle the tow, and in the early afternoon the cutter 
started for Cape Henry with the derelict in tow. The wind increased 
to a gale, with heavy rain and a rough sea, and the ship's cutter, in 
which the men had been sent aboard the derelict and which was tow- 
ing behind the schooner, swamped and was lost. Under such condi- 
tions progress was slow, but the cutter succeeded in reaching New- 
port News with her tow, where the derelict was turned over to her 
owners on the 31st. The Warren Adams had been abandoned Decem- 
ber 27 in latitude 33° 25' N., longitude 75° 53' W., and was picked up 
two days later in latitude 35° 17' N., longitude 74° 58' W., a drift of 
113.5 miles in that short period of time. 

Derelict schooner Frank E, Swain, — On January 29, 1915, the 
Seminole was advised of a derelict, bottom up, 85 miles north by east 
of Diamond Shoals Light Vessel, and at 3 p. m., the same day, came 
up with it in latitude 36° 7' N., longitude 74° 50' W. With a jury 
rig the cutter attempted to tow the hull into Lynnhaven Bay, Va., 
but upon getting in on soundings the vessel's port anchor took bottom 



— 1 



ANNUAL BBPOBT OF THE COAST OITAED. l7 

and brought the tow up. The name of the vessel was found to be 
FrartJc E. Swain^ of Boston. The Serrdnole made an eflfort to part 
the anchor chain, first by mine charges and later by starting the 
cutter at full speed, but with no success. An attempt was then made 
to sink the hulk by firing projectiles into it in order to release the 
imprisoned air, which was thought to be keeping her afloat. This 
also failed, probably on account of the nature of her cargo, which 
was lumber. On February 1 the Seminole was obliged to proceed 
to Norfolk to obtain rations, and the derelict was turned over to the 
Itasca^ which had joined the Sermnole. As a moderate sea was 
breaking over the hulk, making work on her impossible, an officer 
was sent to make an attempt to place a light on the craft for the 
night. The officer and one man succeeded in leaping from the boat 
to the keel of the schooner, where, in spite of the sea breaking over 
the wreck, the light was firmly secured. The cutter stood by the 
derelict until the following day, when, after one ineffectual attempt, 
the anchor chain was finally broken hj a mine, and the cutter stood 
for Chesapeake Bay with the derelict m tow. The Itasca was joined 
by a tug off Cape Henry whistling buoy, and when Lynnhaven Koads 
were reached the wrecking tug Besicue took over the derelict and 
towed it to Newport News to await the arrival of the owner. 

Unknown derelict. — ^The Seminole^ in search of a derelict schooner 
in the vicinity of Lookout Shoals, on April 6, 1915, learned from the 
Diamond Shoals Light Vessel that they had sighted it drifting to 
the northward and eastward, and on the following morning received 
its position from the British Steamer Nicotian in latitude 35® 15' N., 
longitude 75° 6' W. At 12.40 that day the cutter came up with the 
derelict and found it bottom up, with wreckage at the bow appar- 
ently dragging on the bottom. Working under favorable weather 
conditions, the hulk was taken in tow, and the cutter shaped course 
for the capes of the Chesapeake. On the morning of the 8th the tow- 
line parted, and it became necessary to run oil on the seas before an 
attempt could be made to secure another line. Two hours were re- 
quired to resecure the derelict, and late in the afternoon the cutter 
again started ahead with her tow, and for the next 50 hours made a 
speed of a little better than 1\ miles per hour. Arriving off Cape 
Henry on the 10th, the strong ebb tide prevented any material prog- 
ress, but on the flood the Seminole anchored her tow in Lynnhaven 
Roads in 6 fathoms of water to await identification. 

Derelict schooner William Thomas Moore. — ^The Seneca^ while on 
ice patrol, received a radiogram from the steamer Baron Polworth 
M'ay 12, 1915, reporting a derelict in latitude 40*^ 34' N., longitude 
50° 28' W. This was directly in the trans- Atlantic steamer track, 
arid the cutter immediately proceeded to the reported position. At 
4 p. m. the following day the Seneca came up with the derelict, 
which proved to be the WUliam Thom/is Moore^ of Bethel, Del., 
wit hthe stumps of her masts standing and so full of water that her 
decks were awash. She had been abandoned on April 4 in latitude 
86° IV N., longitude 74° 1' W., and when taken in tow by the Seneca 
had drifted 1,200 miles. Owing to weather conditions, it was found 
impossible to run a line to the hulk until the morning of the 15th, 
when a 10-inch havser was made fast after several hours of tedious 



18 ANNUAL BEPOBT OF THE COAST GUABD. 

labor. The Seneca then stood with her tow for Halifax, Nova Scotia, 
and from that time until 10.20 a. m. of the 21st towed the schooner 
continuously a distance of 665 miles at an average speed of 4.55 knots. 
Outside the harbor of Halifax the derelict schooner was turned over 
to the Canadian Government steamer Premier Lahoah, and the 
Seneca proceeded to her anchorage. This derelict was a serious 
menace to trans- Atlantic travel, as there was but little of her show- 
ing above water. 

MEDICAL Am TO AMEBICAN FISHERMEN. 

The act of June 24, 1914, provides — 

That, in the discretion of the Secretary of the Treasury, any of the reT^iiie 
cutters provided for in this act, or any other revenue cutter now or hereafter 
in commission, may be used to extend medical and surgical aid to the crews of 
American vessels engaged In the deep-sea fisheries under such regulations as 
the Secretary of the Treasury may from time to time prescribe, and the said 
Secretary is hereby authorized to detail for duty on revenue cutters such sur- 
geons and other persons of the Public Health Service as he may deem necessary. 

In pursuance of the authority therein contained the Androscoggin 
was fitted up with all the necessary appliances, including a sick bay, 
an operating table, a complete outfit of surgical instruments, steriliz- 
ing apparatus, etc., in fact, a small hospital afloat. A medical officer 
of the Public Health Service, with the necessary assistants, was de- 
tailed to the cutter. 

The cutter left Boston, Mass., on January 6, 1915, to inaugurate 
this relief measure for the crews of American fishermen and at the 
same time to develop the extent of the need for medical relief and 
test the practicability of the adopted plan and such suggestions as 
had been received after a conference with representatives of the fish- 
ing industry. The general scheme has been to cruise in the waters 
where it was expected the greatest number of fishing vessels would 
be operating for the time being. With that in view the first cruise 
was to Brown's Bank, oflP the coast of Nova Scotia, where the Ameri- 
can fleet was then employed. Subsequent cruises were made along 
the coast of Nova Scotia, following the 50-fathom line from Cape 
Sable to about 60 miles to the eastward of Halifax Lightship. These 
cruises have demonstrated that it is impracticable to arrange a regu- 
lar itinerary for the Androscoggin during the early part of the 
season, as the location of the fishing fleet at any particular time de- 
pends largely upon prevailing weather conditions and upon how the 
fish are running in particular localities. The commanding officer 
of the Androscoggin accordinglv recommends that in the future the 
cutter make Shelourne, Nova Scotia, her headquarters in the early 
part of the season, making short cruises to the several banks from 
that point, and during the latter part of the season keeping in touch 
with the fishing fleet and foUowmg its movements. Since January 
6, 1915, the cutter has cruised a total distance of 9,333 miles and ren- 
dered hospital treatment to 114 patients. These treatments varied 
from minor medical relief and surgical operations to making a 
special trip from Shelburne, Nova Scotia, to the hospital at Boston, 
Mass., in order to save the life of a fisherman who was dangerously 
ill. While engaged in this hospital work the Androscoggin was in- 
strumental in rendering valuable assistance to three distressed vessels, 
which, with their cargoes, were valued at $576,000. 



ANNUAL KEPORT OF THE COAST GUARD. 19 

CUSTOMS LAWS. 

In addition to the general enforcement of customs laws by all 
vessels and stations of the Coast Guard, there are harbor cutters or 
launches detailed especially for customs service at the following 
ports: Boston, New York, I^hiladelphia, Baltimore, Savannah, Pen- 
sacola, Mobile, New Orleans, San Francisco, and Seattle — 12 in all. 
These cutters board all incoming foreign vessels subject to customs 
inspection, and in a general way perform boating duty for the cus- 
toms authorities at those ports. As occasion serves, these cutters 
assist in the enforcement of the navigation and other laws. Smug- 
gling in bulk is a crime not much resorted to at the present time 
except in a few remote localities along the border coasts, but the cut- 
ters and stations are constantly on the lookout for violations of this 
kind, and this watchfulness undoubtedly tends to hold in check this 
class of offenders against the law. 

ANCHORAGE AND MOVEMENTS OF VESSELS. 

The rivers and harbors act, approved March 4, 1916, contained the 
following : 

Sec. 7. That the Secretary of War is hereby authorized, empowered, and di- 
rected to define and establish anchorage grounds and to adopt suitable rules 
and regulations in relation thereto; and such rules and regulations shall be 
enforced by the Revenue-Cutter Service (now Coast Guard) under the direc- 
tion of the Secretary of the Treasury : Provided, That at ports or places where 
there is no revenue (now Coast Guard) cutter available such rules and regula- 
tions may be enforced by the Chief of Engineers under the direction of the 
Secretary of War. In the event of the violation of any such rules and regula- 
tions by the owner, master, or person in charge of any vessel, the said vessel 
may be holden for the payment of such penalty, and may be seized and pro- 
ceeded against summarily by libel for the recovery of the same in any United 
States district court for the district within which such vessel may be and in the 
name of the oflScer designated by the Secretary of War. 

The effect of this law was to transfer to the War Department the 
jurisdiction over anchorages previously vested in the Department 
of Commerce, and accordingly the Secretary of War, under date of 
March 4, 1915, promulgated an order contmuing in force the then 
existing rules and regulations concerning such matters, and the Coast 
Guard at once resumed the duty of enforcing those regulations. 
Officers of the Coast Guard have been assigned as supervisors of an- 
chorages for the several localities in which anchorage limits have been 
estabhshed, and the Secretary of War has designated these officers 
as the persons in whose names proceedings shall be instituted under 
the law referred to -above. Through this arrangement the method 
of enforcing the law has been simplified. 

The regulation of traffic and the movements of vessels through the 
locks and channels of the St. Marys River, Mich., have been satis- 
factorily performed by the cutter Machinac and two launches. In 
addition to this floating equipment there are six permanent lookout 
stations located at the several important points, in which men from 
the cutter are stationed to observe and time the passage of vessels. 
Exclusive of local traffic, 14,801 vessels passed through the locks dur- 
ing the season of open navigation, which began April 22 and closed 
on December 13, 1914. Although the traffic was not so great as in the 
preceding year, the above total will give a good idea of the volume 
of marine traffic using this waterway. The officer in charge of the 



20 ANNUAL BEPOBT OF THB COAST GUABD. 

patrol reports that the season has been remarkably free from acci- 
dents and few congestions have occurred, none of them serious and 
all easily handled. There have also been comparatively few viola- 
tions of the law. During the entire season it was found necessary 
to report only 10 vessels for violation of the St. Marys Kiver rules 
and to warn but 4:8. (See special rejwrt, p. 122.) 

ENFORCEMENT OF NECTRAUTT, NAVIGATION, AND OTHER LAWS. 

Neutrality. — Owing to war conditions in Europe there have been 
frequent calls for the services of Coast Guard cutters to aid the 
customs authorities in the enforcement of the neutrality laws, and for 
this purpose the Androscoggin^ Gresham^ Seneca^ Apache^ Algon- 
quin^ ana Onondaga have on a number of occasions during the year 
been withdrawn from their regular cruising and assigned to duty at 
or near the ports of Boston, New York, Baltimore, Norfolk, and San 
Juan, Porto Eico. 

Mutiny. — During the cruise of the Algonquin to convey the repre- 
sentative of the State Department to various ports in the West 
Indies, and while at anchor at Turks Island, the master of the 
American schooner Sallie C. MarvU came on board and reported he 
was having trouble with his crew, and requested the presence of an 
officer on board the schooner to enforce his authority. An officer was 
accordingly sent on board to investigate, and after ascertaining that 
the crew nad no just cause of complamt he ordered the men to resume 
their duty. Thejr promptly responded, and no further difficulty was 
experienced. This occurred February 22, 1915. 

Kegattas. — ^The patrolling of the courses and the maintenance of 
order at regattas and other marine pageants, in accordance with law 
and the regulations prescribed thereunder by the Department of 
Commerce for the safety of life, constitutes an important duty of the 
Coast Guard during the summer months. In the past fiscal year 
there were 39 instances when the Coast Guard was called upon to 
patrol race courses. (See tabular list on page 255.) These instances 
include the two large intercoUe^ate regattas held annually at New 
London, Conn., and PoughkeepsiCj N. Y. That this duty was thor- 
oughly and efficiently performed is evidenced by the letters of ap- 
preciation received from those in charge of the regattas, a specimen 
of which is published on page 262. 

Enforcement of navigation laws. — ^A total of 24,817 vessels of all 
descriptions were boarded and examined during the last year for the 
purpose of enforcing the navigation and motor-boat laws. This is a 
less number than were boarded during the preceding year, for tiie 
reason that it was necessary to withdraw certain of the cutters from 
their regular duties at various times throughout the year to enforce 
the neutrality laws. Of the total number of vessels examined, 772 
were reported for violations of law, involving fines amounting to a 
total of $^0,500. All of this amount was not collected, and in many 
cases, where mitigating circumstances were made apparent to the 
Department of Commerce, which has final jurisdiction in the matter, 
the fines were either reduced or remitted entirely. 

PROTECTION or THE FUR SEAL. 

To enforce the convention entered into by the United States, Great 
Britain, Russia, and Japan for the protection of the fur seal and sea 






n 






THE "MIAMI" ON JCE P 



THE "SENECA" ON ICE PATROL 



ANNUAL EEPOBT OF THE COAST GUABD. 21 

otter, an efficient patrol has been maintained in die waters of the 
North Pacific and the Bering Sea. As the patrol is continuous from 
May to September, the activities of each season cover a portion of 
two fiscal years. During the months of July, August, and Septem- 
ber, 1914, the TahoTna^ Mwmdng^ and Undlga were employed on this 
duty, and, as in the previous year, shore stations were established at 
Atka, Kiska, and Attu Islands, to keep watch on the various bays and 
harbors which have been f reauented by pelagic sealers in the past. 

In addition to the patrol duties particular attention was given to 
enforcing the laws and regulations regarding the protection of game, 
fisheries, and fur-bearing animals, and, whenever practicable during 
the season, the mail was carried to vessels of the fishing fleet. On a 
number of occasions medical aid was given to the men of the fishing 
fleet by the surgeons attached to the cutters. On cruises to the west- 
ward the several villages on the Aleutian Chain were visited as often 
as possible, in order that the sui-geons might give medical aid to the 
natives, and instruct them in the sanitation of their persons and 
dwellings. On these occasions assistance was given to the Depart- 
ment of Justice and Bureau of Education in investigating matters 
pertaining to their spheres of action in remote places. In August at 
the request of the Bureau of Education a herd of 40 reindeer was 
transported to Nazan Bay, Atka Island, in order to inau^rate the 
experiment of propagating a herd of these useful animals on that 
island. 

At the conclusion of the patrol for the season of 1914 the com- 
manding officer of the fleet reported that there were no evidences of 
marauding vessels in Bering Sea throughout the entire season, and 
that no suspicious craft were seen. He aJso reported a noticeable im- 
provement in the size of the seal herd on the Pribilof Islands, due to 
the prohibition of pelagic sealing, and that the rookeries gave no evi- 
dence that the seals had been hunted at sea during the season. (See 
special report, p. 87.) 

Owing to the shortage of cutters on the Pacific coast and the ap- 
parent cessation of pelagic sealing in the North Pacific and the 
bering Sea during the past two seasons it was decided to attempt the 
patrol during the season of 1915 with one cutter, and the Unalga 
was assigned to this duty. She sailed from Seattle April 20, 19i5, 
and in addition to the duties incident to the seal patrol cruised 
actively during the month of May from the northern entrance of 
XJnimak Pass to Sannak Island, for the purpose of rendering such 
assistance as might be necessary to merchant vessels in that vicinity, 
there being a large fleet bound to the canneries during that month. 
During the month of June she patrolled along the Aleutian Chain 
and in the vicinity of Pribilof Islands. The report of the operations 
for the season of 1915 will be given in the next annual report. 

ICE PATROL. 

The international service of ice observation and patrol in the 
North Atlantic has been continued. For this purpose the Seneca was 
withdrawn from regular coast patrol and sailed from New York 
early in February, 1915. This vessel made two cruises to the regions 
to the north of the Grand Banks to observe and investigate ice con- 
ditions, and on April 1, 1915, when it was apparent that the bergs 



22 ANNUAL REPORT OF THE COAST GUARD. 

and ice fields had advanced to the southward, so as to threaten the 
trans- Atlantic steamship lanes, she entered upon the duties of the 
ice patrol proper. The Miami was dispatched from Key West early 
in March to join the Seneca on the patrol, and using ILftlifax, Nova 
Scotia, as a base for coal and supplies these two cutters made alter- 
nate cruises and maintained a continuous patrol in the ice-danger 
zone during the months of April, May, and June, 1915. 

The scope of the patrol ana the methods of disseminating informa- 
tion and warnings to trans- Atlantic vessels approaching the Grand 
Banks are set forth in the following instructions issued for the sea- 
son of 1915 : 

1. The object of the patrol is to locate the Icebergs and field ice nearest to 
the trans-Atlantic steamship lane. It will be the duty of patrol vessels to de- 
termine the southerly, easterly, and westerly limits of the ice and to Iceep in 
touch with these fields as they move to the southward in order that radio mes- 
sages may be sent out daily, giving the whereabouts of the ice, particularly the 
ice that may be In the Immediate vicinity of the regular trans-Atlantic steamer 
lane. 

2. The x)atrol will continue until the ice no longer constitutes a danger to 
navigation in the trans-Atlantic steamship lanes. The ice season is usuaUy 
three months — April, May, and June. 

3. While on this patrol the vessels will obtain fuel and other necessary sup- 
plies at Halifax, Nova Scotia. The two vessels will make alternate cruises of 
about 15 days in the ice region, the 15 days to be exclusive of time occupied in 
going to and from Halifax. The senior commanding officer will so regulate the 
movements of the vessels that on the fifteenth day after reaching the ice region 
the vessel on patrol will be relieved by the second vessel. If possible, at which 
time the first vessel will proceed to Halifax, r^lenish her coal supidy, and 
return In time to relieve the other vessel at the end of the latter's 15-day cruise. 
It is important that the patrol be continuous, and the vessel on patrol must not 
leave her station until relieved by the other vessel unless it is absolutely neces- 
sary to do so. 

4. Having located the ice, the patrol vessel will send the following dally radio- 
grams. All times in radiograms will be in seventy-fifth meridian time. 

(a) At 6 p. m. (seventy-fifth meridian time) ice information will be sent 
broadcast for the benefit of vessels, using 600-meter wave length. This message 
will be sent three times with an interval of two minutes between each. 

(6) At 6.15 p. m. (seventy-fifth meridian time) the same information will be 
sent broadcast three times In similar manner, using 300-meter wave length. 

(c) At 4 a. m. (seventy-fifth meridian time) a radiogram will be sent to the 
branch hydrographic office. New York City, through the nearest land-radio 
station, defining the ice-danger zone, its southern limits, or other definite ice 
news. 'The telegraphic address of the branch hydrographic office is "Hydro- 
graphic, New York." 

{d) Ice information will be given at any time to any ship with which the 
patrol vessel can communicate. 

5. Ice information will be given in as plain, concise English as practicable, 
and will state in the following order : 

(a) Ice (berg or field). 

(6) Date. 

(c) Time (seventy-fifth meridian time). 

id) Latitude. 

(e) Longitude. 

(/) Other data as may be necessary. 

6. Attention is called to circular letter No. 122, the provisions of which will, 
be followed in radiograms sent to the Hydrographic Office. In radiograms sent 
to vessels other than revenue cutters the words "latitude" and "longitude" 
will not be omitted. 

7. Each patrol vessel will keep a remark book in which will be entered all 
data and Information that can be collected concerning the ice. 

8. E^ch vessel on being relieved by the other vessel will deliver to the reliev- 
ing vessel copies of all radiograms sent to or received from the Hydrographic 
Office during the cruise and copies of all instructions received from the depart- 
ment by radio. 



ANNUAL REPOBT OF THE COAST GUARD. 23 

9. At the end of each cruise a full report in duplicate will be sent to the 
department. 

10. E)ach vessel will plot on tracing paper used In connection with H, O. 
Chart No. 955 the positions and extent of the ice as located from time to time. 
This data will also be plotted on duplicate tracing paper, and this duplicate 
will be delivered to the relieving vessel. 

11. If in an emergency it becomes necessary for the Junior commanding 
officer to communicate directly with the department in order to avoid delay, 
a copy of all such communications will be furnished to the senior commanding 
officer. 

Scientists were detailed to the Seneca from the Bureau of Stand- 
ards, Bureau of Fisheries, and the Weather Bureau, and apparatus 
supplied for taking meteorological and oceanographical observations 
and collecting specimens of plankton. The data obtained, together 
with the detailed reports of the scientists and the commanding offi- 
cers of the patrol vessels will be published as soon as possible in 
Coast Guard Bulletin No. 4. The data in connection with the ice 
patrol for the seasons of 1913 and 1914 have already been published 
in Bulletins Nos. 1 and 3, respectively. 

The season of 1915 was similar in many ways to that of 1913, par- 
ticularly as to the scarcity of ice in the vicinity of the Banks in the 
earlj part of the season, which interfered materially with the col- 
lection of data. Owing to conditions in Europe, many vessels failed 
to make ice reports to the patrol vessels by radio, so that practically 
all ice reported was that located by the officers of the patrol. 

In the latter part of the season there existed the unusual condi- 
tion of several bergs being seen 100 to 200 miles west of the tail of 
the Bank and 60 miles south of that point. Much northeast wind 
was reported at that time, which would seem to have caused the 
Labrador current to run an abnormal distance to the westward be- 
fore meeting the Gulf Stream and curving back to the east and north 
as usual. 

On the 30th of June the last berg in the vicinity of the tail of the 
Bank broke up into several small pieces and melted rapidly, having 
encountered the warm waters of the Gulf Stream. On that date the 
patrol was discontinued for the season. 

This international service was undertaken by the United States 
in 1914 and continued in 1915 at the request of Great Britain, acting 
on behalf of the various powers interested, under the conditions set 
forth in the International Convention for the Safety of Life at Sea, 
which was signed at London, January 20, 1914, by the representatives 
of those powers. Under those conditions the several powers assumed 
the obligation to contribute to the expenses of the international ser- 
vice in certain proportions, enumerated in article 7 of the said con- 
vention. Accordingly, the several powers were informed, through 
the Department of State, as to the cost of the patrol for the season 
of 1914, and the several sums due from them, as follows : 

Salaries and wages of personnel $47, 894. 10 

Maintenance and operation. Including all supplies and miscellaneous 

contingent expenses 28, 955. 04 

Administrative expense 2, 441. 73 

Depredation : 

Seneca, built in 1908, cost $295,000. Vessel on duty February 

11-August 5, 1914. Depreciation 3 per cent per annum 4, 425. 00 

Miami, built in 1911, cost $250,000. Vessel on duty March 7- 
Augnst 5, 1914. Depreciation 2 per cent per annum 2, 083. 33 

85, 799. 20 



24 



ANNUAL BBPOBT OF THE COAST QUABD. 



Proportionate amounts due from the several foreign powers as per article 7 of 

the convention. 



Country. 



Austria-Hungary 

Belgium. 

Canada 

Denmark 

France 

Germany 

Great Britain.... 



Per 
cent. 



2 
4 

2 

2 

15 

15 

30 



Amount. 



SI, 715.06 

3,43L97 

1,715.98 

1,715.98 

12,869.88 

12,869.88 

25,799.76 



ComiUy. 



Italy 

Netnerlajids 

Norway 

Russia. 

Sweden. 

United States of America 



Per 

cent. 



4 
4 

3 

2 

2 

15 



Amoont. 



|3,43L«7 
3,431.97 
2,573.98 
1,71&98 
1,715.98 

12,860.80 



Up to June 30, 1915, the amoimts due the United States from 
the following countries on account of the patrol for the season of 
1914 have been received : Belgium, Canada, D^imark, Great Britain, 
Italy, Norway, and Sweden. 

SPECIAL SERVICES. 

Algori^uin, — ^At the request of the State Department the Algonquin 
was detailed to convey the United States consul at large on a tour of 
inspection of the various consular offices in the West Indies. The 
cutter left San Juan, P. E., on February 10, 1915, and had called at 
most of the ports indicated in the itinerary when it became necessary 
to direct her return to San Juan to assist in enforcing neutrality 
laws at that port. During this cruise the cutter visited the following 

forts: Santiago and Guantanamo, Cuba; Matthewtown, Great 
nagua Island; Cockbum Harbor, Caicos Island; Salt Cay and 
Turks Island ; Puerta Plata, Santa Barbara, Sanchez, Komana, San 
Pedro de Macoris, San Domingo, and Azua, Dominican Republic; 
Jacmel, Aux Cayes, Jeremie, Petit Goave, and Port au Prince, 
Haiti. 

At the request of the War Department the Algonquin proceeded to 
Puerta Plata, Dominican Republic, and received on board 184 Poito 
Ricans. Many of the refugees were so weak and emaciated from 
starvation it was necessary to assist them over the gangway, and five 
were taken aboard in chairs. Everything was done during the trip 
to alleviate their distress and make them as comfortable as possible; 
benches were improvised and secured about the decks, swinging cots 
were suspended from ridge ropes for the manv small children, and 
the weak and sick were placed on cots. The Algonquin sailed from 
Puerta Plata July 20 and arrived at San Juan the following day. 

Thetis, — ^At the request of the Department of Agriculture the 
Thetisj in March and April, 1915, made an extended cruise to Bird 
Island, Laysan Island, Lisiansky Island, Ocean Island, and Midway 
Island to make an inspection of the bird reservations and ascertain 
the condition of the flocks. The weather was stormy almost the 
entire cruise, and great difficulty was encountered in making landings 
on some of these islands. In several instances the officers and crews 
were obliged to swim to reach the beach. On Laysan Island it was 
found that raiders had been ashore and slaughtered the birds in great 
numbers, their carcasses being strewn all over the surface of the 
island. From various indications it was evident the raid was made 
about the middle of January, (For special report concerning the 
birds of the several islands see p. 130.) 



ANNUAL BEPOBT OF THE COAST GUARD. 25 

Bear. — ^This vessel arrived in San Francisco November 11, 1914, 
having completed a cruise of 11,318 miles since she left that port on 
April 6, 1914. On her way north she stopped at Seattle, Wa^., and 
took on board the northern mail and supplies for various depart- 
ments of the Government. Stopping en route at Unalaska and St. 
Paul Island she proceeded at once to Nome, arriving there at 10.40 
p. m. of June 1, the first vessel to arrive at that port smce the close of 
navigation the season before. After landing mail she returned to 
the southward and westward, in order to develop the ice conditions 
and report them to the fleet of steamers due to arrive at Nome with 
passengers and freight. She was thus instrumental in furnishing 
sailing directions for a number of steamers who were waiting to get 
through the ice fields. Subsequently trips were made to Port Clar- 
ence, Siberia, and Point Barrow during the summer. On all these 
occasions various kinds of work were performed for the Bureau of 
Education and for the Department of Justice. On three occasions 
assistance was rendered to stranded vessels. At Point Barrow she 
took on board a number of destitute seamen from the wrecked schoon- 
ers Transit and Elvira and transported them to Nome. At the re- 
quest of the Canadian Government the Bear^ while returning from 
Point Barrow, made an attempt to rescue the survivors of the Cana- 
dian polar expedition which had been wrecked in the steamer Karluk 
near Wrangel Island in the Arctic Ocean. Stormy weather with thick 
fog and heavy snow squalls was experienced, and after several days 
of unsuccessful effort to break through the heavy ice it was deemed 
advisable to return to Nome to replenish the coal before making 
further attempt to rescue the shipwrecked men. After a delay of 
four days at Nome, due to bad weather, sufficient coal was received 
on board and the Bear started again for Wrangel Island on Septem- 
ber 5. On September 8, in latitude 69^ 55', longitude 175° 30', a 
schooner was sighted, which proved to be the gas schooner King and 
Winge, Owing to her light draft this vessel had succeeded in land- 
ing at Wrangel Island, where eight members of the expedition were 
found, together with one Eskimo, his wife, and two children. The 
survivors were transferred to the cutter, and being in a very ex- 
hausted condition were all placed under the care of the surgeon. 
When the Bear came south at the close of navigation the shipwrecked 
men were landed at Vancouver, British Columbia. 

In the report of his northern cruise the commanding officer of the 
Bear calls attention to the wholesale slaughter of walrus in Arctic 
waters outside the territorial limits both by American and foreign 
vessels, which must sooner or later affect the food supply of the 
natives of the Arctic coasts on both sides of the Bering Straits. (See 
special report, p. 79.) 

McCulloch. — Continuing the practice of former years, a cutter was 
placed at the disposal of the Department of Justice to transport the 
United States court to remote places in southwestern Alaska, m order 
to minimize the expense of administering the law. The McCulloch 
was detailed for this duty and arrived at Valdez, Alaska, July 13, 
1914, where she received on board the United States judge for the 
third district of Alaska, togeth'^r with the necessary court officials. 
From that point the cutter proceeded to the various places indicated 
in the itinerary arranged by the Department of Justice and returned 



26 ANNUAL BEPOBT OP THE COAST QUABD. 

to Valdez August 27, thus completing the cruise of the floating court 
for 1914. 

RESUSCITATION OF THE APPAHENTLY DROWNED. 

An important feature in the work of the Coast Guard is the resos- 
citation of the apparently drowned. The crews are regularly drilled 
in the service method of resuscitation, and the officers give instruction 
to the men and rate their proficiency in that regard. When persons 
are taken from the water the crews are required to continue tne arti- 
ficial respiration for from one to four hours, or until the patient 
breathes, and in many cases successful results are due to the persistent 
efforts of the men and to efficient after-treatment given the patients. 
Excluding from notice cases in which death was due to heart failure 
or to injuries received, and instances in which the persons had been 
under water 30 minutes or more, there were 19 instances during the 
past year when attempts were made to resuscitate persons taken from 
the water. In 12 cases the efforts were successful and in 7 cases un- 
successful. Of the 12 cases it was reported that in 5 instances no 
signs of life were apparent when the work of resuscitation was begun. 
It is seldom possible to state the exact length of time a rescued per- 
son was under water, and in most cases the time given in the reports 
received at headquarters is approximate. In 6 of these cases it is 
estimated that the persons involved were imder water from 2 to 15 
minutes. In the other instances the information could not be given 
and no estimate was ventured. In reviving these 12 persons the 
service method was employed for from 10 mmutes to 1 hour and 30 
minutes ; in only 2 cases was the person restored in less than 30 min- 
utes. Of the 9 unsuccessful attempts 5 of the patients were pro- 
nounced dead by physicians who were present. The average time 
employed in resuscitating measures in these 7 cases was one hour and 
a half. In none of these instances was there any sign of life in the 
body when recovered. 

INVESTIGATIONS OP LOSS OP LIFE. 

In 84 instances during the year, marine disasters, occurring within 
the scope of the operations of Coast Guard stations, have been at- 
tended with loss of life. As required bv law each such incident was 
thoroughly investigated, and it is gratifying to note that in only one 
instance did a station crew fail to entirely fulfill the requirements 
of the service. The investigating officer found that the patrol and 
lookout had not been vigilant, and that the crew failed to make use 
of the available apparatus, but as the testimony showed that the loss 
of life on this occasion was not due to these shortcomings, disciplin- 
ary action was confined to severe reprimand. (See p. 283.) 

LOSS OF THE " TAHOMA." 

On September 20, 1914, the Tahoma^ attached to the Bering Sea 
Patrol Fleet, "struck an uncharted reef in latitude 51° 53' N., longi- 
tude 175° 53' E., 31 miles S. 9° E. (true) from Buldir Island, one of 
the western islands of the Aleutian Chain, and became a total loss. 
Having made a cruise along the northern coasts of the Aleutian 



ANNUAL KEPOKT OF THE COAST GUABD. 27 

Islands as far west as Attn in connection with the patrol duties, the 
cutter was returning east along the southern side of the group, and the 
course was set to pass 28 miles outside of and to the southward of the 
only two outlying dangers shown on the United States Coast and 
Geodetic Survey Chart No. 9102. Suddenly, and without warning, 
at 9 p. m. of the above date the Takoma crashed upon a submerged 
reef. Every effort was made to save the vessel, but to no avail, and 
radio calls for assistance were sent out, giving the position of the 
vessel. Fortunately, considering the remoteness of the place where 
the cutter was wrecked, 670 miles west from Unalaska, the signals 
were heard by the radio station on St. Paul Island. The call was 
repeated to the fleet commander and at his request the Coast Survey 
steamer Patterson and the steam whaler Kodiak proceeded from 
Unalaska to the scene of the disaster. The steamer Cordova^ south- 
bound from Nome, was intercepted by radio and she at once changed 
her course and headed for the stranded cutter. In the meantime the 
wind and sea had risen, causing the Tahoma to pound so heavily 
upon the reef that the influx of water through the damaged bottom 
got beyond the control of the pumps, and extinguished the fires 
imder the boilers. As the vessel settled in a pocket in the reef she 
took a dangerous list, and on the afternoon of the day following 
the disaster the commanding officer reluctantly gave the order to 
abandon the ship. This was accomplished in good order, and the 
seven ship's boats, provisioned and equipped, shaped courses for the 
nearest land to leeward, some 80 miles distant. Severe weather was 
experienced and the crews suffered considerably from exposure, but 
the boats were well handled and all save one succeeded .in landing 
on Semichi and Agattu Islands, where rough camps were constructed 
and signal fires built to attract attention of the searching vessels. 

On September 26 the crews of the three boats were taken from 
the islands by the Cordova^ and a fourth boat picked up at sea 30 
miles from the nearest land. On the 28th the crews of the three re- 
maining boats were taken from the western end of Agattu Island by 
the Patterson^ this accounting for all hands on the lU-f ated cutter. 

A board was promptly convened by the fleet commander at Una- 
laska, and, after a searching inquiry into all the circumstances at- 
tending the disaster, found — 

That all necessary precautions were taken in tlie navigation of tiie Tahoma, 
September 20, 1914, to avoid dangers, known and marked " position doubtful," 
and that due care was exercised in carrying out the orders of the command- 
ing officer, and, further, that the loss of the Tahoma was not due to fault or 
negligence on the part of the commanding officer of that vessel, nor to any 
other officer or member of the crew of the said vessel. 

It is believed that not a single island west of Unimak Pass is cor- 
rectly charted; the positions of the islands themselves are incor- 
rectly shown, the coast lines are incorrect, and the soundings and 
outlying dangers are, for the most part, left to the conjecture of the 
navigator. These facts, together with the ever-present fog, make 
navigation in those waters a precarious undertaking, but it must be 
done. In performing the duty of enforcing the law, and the treaty 
for the protection of the fur seal and sea otter, Coast Guard cutters 
are obliged to take many risks, and it is not surprising that the 
Tahoma struck an uncharted reef; indeed, the surprising thing is 

4943"— 15 3 



28 ANNUAL REPORT OF THE COAST GUARD. 

that the cutters have navigated those waters these many years with 
so few mishaps. 

APPROPRIATIONS AND EXPENDITURES FOR MAINTENANCE OF COAST GUARD. 

Statement showing appropriations and expenditures for maintenance of the 

Coast Chiard for fiscal year ending June SO, 1915. 

APPROPRIATIONS. 

Expenses of Revenue-Cutter Service, 1915; For pay and allow- 
ances of captain commandant and officers of tliat rank, senior 
captains, captains, lieutenants, engineer in chief and officers 
of that rank, captains of engineers, lieutenants of engineers, 
two constructors, not exceeding fourteen cadets and cadet en- 
gineers, who are hereby authorized, two civilian instructors, 
and pilots employed, and rations for pilots; for pay of war- 
rant and petty officers, ships* writers, buglers, seamen, oilers, 
firemen, coal heavers, water tenders, stewards, cooks, and 
boys, and for rations for the same ; for allowance for clothing 
for enlisted men ; for fuel for vessels and outfits for the same; 
ship chandlery and engineers' stores for the same; actual 
traveling expenses or mileage, in the discretion of the Secre- 
tary of the Treasury, for officers traveling on duty under 
orders from the Treasury Department ; commutation of quar- 
ters; for maintenance of vessels in the protection of the seal 
fisheries in Bering Sea and the other waters of Alaska and 
the enforcement of the provisions of law in Alaska ; for main- 
tenance of vessels in enforcing the provisions of the acts relat- 
ing to the anchorage of vessels in the ports of New York and 
Chicago, and in the Kennebec River, and the movements and 
anchorage of vessels in Saint Marys River; for temporary 
leases and Improvement of property for revenue-cutter pur- 
poses ; not exceeding $5,000 for the improvement of the depot 
for the service at Arundel Cove, Maryland ; not exceeding $150 
for medals for excellence in marksmanship; contingent ex- 
penses, including wharfage, towage, dockage, freight, advertis- 
ing, surveys, labor, and all other necessary miscellaneous ex- 
penses which are not Included under special heads $2, 350, 000. 00 

Salaries of superintendents, Life-Saving Service, 1915: For dis- 
trict superintendents of life-saving and lifeboat stations and 
houses of refuge, as follows : Maine and New Hampshire, one 
$2,200; Massachusetts, one $2,200; Rhode Island and Fishers 
Island, one $2,000; Long Island, one $2,200; New Jersey, one 
$2,200; Delaware, Maryland, and Virginia, one $2,200; Vir- 
ginia and North Carolina, one $2,200 ; South Carolina, Georgia, 
and Florida, one $1,900; Gulf of Mexico, one $2,000; Lakes 
Ontario and Erie, one $2,200 ; Lakes Huron and Superior, one 
$2,200; Lake Michigan, one $2,200; California, Oregon, Wash- 
ington, and Alaska, one $2,200; thirteen in all 27,900.00 

Salaries of keepers, Life-Saving Service, 1915: For salaries of 
two hundred and ninety-three keepers of life-saving and life- 
boat stations and houses of refuge 278, 800. 00 

Pay of crews, miscellaneous expenses, etc., Life-Saving Service, 
1915 : For pay of crews of surfmen employed at the life-saving 
and lifeboat stations, including the old Chicago station, at the 
rate of $70 per month each for the number one surfman in 
each station, and at the rate of $65 x)er month for each of the 
other surfmen during the period of actual employment, and 
$3 per day for each occasion of service at other times ; rations 
or commutation thereof for keepers and surfmen; compensa- 
tion of volunteers at life-saving and lifeboat stations for ac- 
tual and deserving service rendered upon any occasion of dis- 
aster or in any effort to save persons from drowning at such 
rate, not to exceed $10 for each volunteer, as the Secretary of 



ANNUAL BEPORT OF THE COAST GUABD. 29 

the Treasury may determine ; pay of volunteer crews for drill 
and exercise ; compensation of twelve clerks to district super- 
intendents, one to each of the district superintendents, except 
that of the eighth district, at such rate as the Secretary of the 
Treasury may determine, not to exceed $900 each; fuel for 
stations and houses of refuge; repairs and outfits for same; 
rebuilding and improvement of same, Including use of addi- 
tional land where necessary; supplies and provisions for 
houses of refuge and for shipwrecked persons succored at sta- 
tions; traveling exjmnses of officers under orders from the 
Treasury Department; commutation of quarters and allow- 
ance for heat and light for officers of the Revenue-Cutter 
Service detailed for duty in the Life-Saving Service; for car- 
rying out the provisions of sections seven and eight of the act 
approved May fourth, eighteen hundred and eighty-two; for 
draft animals and their maintenance ; for telephone lines and . 
care of same ; and contingent expenses, including freight, stor- 
age, rent, repairs to apparatus, labor, medals, stationery, 
newspapers for statistical purposes, advertising, and all other 
necessary expenses not included under any other head of life- 
saving stations on the coasts of the United States $2,100,000.00 

DEFICIENCY APPEOPBIATION, COAST GUARD. 

For amounts required during the fiscal year nineteen hundred and fifteen to 
comply with the provisions of the act entitled "An act to create the Coast 
Guard by combining therein the existing Life-Saving Service and Revenue- 
Cutter Service," approved January twenty-eighth, nineteen hundred and fifteen, 
as follows : 
Revenue-Cutter Service: For longevity pay of 

fifty-six warrant officers, $2,705 ; longevity pay 

of eighty-eight petty officers, $2,591.60; addi- 
tional pay of eighty-one other enlisted men, 

$645; pay of nine warrant officers (retired), 

$3,883.15 ; pay of nine enlisted men, $1,891.50 ; 

in all $11, 716. 25 

Life-Saving Service : For longevity pay of super- 
intendents, as follows: Ten at $2,200 (over 

twenty years' service), $3,740; one at $2,000 

(over twenty years* service), $340; one at 

$2,000 (over fifteen years* service), $255; one 

at $1,900 (over twenty years* service), $323; 

in all 4, 658. 00 

For pay of five superintendents (retired) 4,812.50 

For longevity pay of two hundred and seventy- 
four keepers 43, 027. 00 

For pay of forty-four keepers (retired) 19,250.00 

Pay of crews: For longevity pay as follows: 

Twenty number one surfmen, $1,615.75; one 

hundred and eighty-two number one surfmen 

from January twenty-eighth to May thirty-first, 

nineteen hundred and fifteen, $10,781.80; sixty 

number one surfmen from April first to June 

thirtieth, nineteen hundred and fifteen, $3,423 ; 

in all . ^- 15, 820. 55 

For additional pay of one thousand two hundred 

and thirty-six other surfmen 17,314.81 

For pay of fifteen number one surfmen (retired) - 5, 512. 50 

For pay of thirty other surfmen (retired) 8,430.(X> 

$130, 541. 61 

Total for maintenance Coast Guard 4,887,241.61 

Repairs to revenue (Coast Guard) cutters, 1915: For repairs 
to revenue cutters 175, 0(X). 00 



30 ANNUAL BEPOBT OF THE COAST GUARD. 

Establishing llf essaying (Coast Gaard) stations: 

Balance on hand July 1, 1914 $87, 019. 06 

For establishing new life-saying stations and 
lifeboat stations on the sea and lake coasts of 
the United States, authorized by law, ^,000, 
to be available until expended 25,000.00 



162,019.06 



EXPENDITUBES, COAST GUABD, 1915. 

Pay and allowances : 

Commissioned officers — 

Pay active list (including 

cadets and instructor)— $660,667.15 

Pay retired list 180,977.44 

Commutation of quarters__ 27,464.00 
Heat and light 5,873.31 



Warrant officers and enlisted 
men — 

Pay active list 2,398.448.95 

Pay retired list 33,906.99 

Clothing allowance 36,695.00 



$874, 981. 90 



2, 469, 050. 94 



$3, 344, 032. 84 



Rations : 

Commuted 259, 571. 20 

In kind 159, 902. 61 

419, 473. 81 

Clerks to district superintendents 10,800.00 

Fuel and water : 

Coal 204, 617. 49 

Fuel oil 15, 343. 83 

Wood 11, 713. 48 

Water 10, 361. 98 



242, 036. 78 

Outfits, ship chandlery, etc 367,446.05 

Rebuilding and repairing stations, etc : 

Rebuilding and repairing 164,646.53 

Temporary leases, etc 18,084.30 

Rental submarine signal apparatus 1, 000. 00 



183, 730. 83 

Travel 29, 927. 25 

Provisions act May 4, 1882 (disabiUty claims) 69,834.92 

Draft animals and their maintenance 21, 342. 38 

Telephone lines 15, 40a 72 

Special services : Pay of civilian employees in the field, Including 

caretakers of stations where necessary 69, 450. 84 

Contingent expenses: 

Advertising $860. 12 

Communication service 8, 952. 51 

CJourts, etc 872. 76 

Docking of vessels 7, 767. 15 

Furnishing of light, heat, power, etc 1, 571. 34 

Labor 2, 477. 76 

Medals ^ 1, 183. 99 

Newspapers and periodicals 301. 50 

Stationery 2, 600. 00 

Subsistence and support of persons 2, 028. 95 

Repairs to station apparatus 25, 661. 58 

Transportation of things 16, 519. 16 

Miscellaneous 860.77 



71, 657. 59 



Total expenditures 4, 835, 142. 01 

Unexpended balance 52, 099. 60 



Amount of appropriations 4, 887, 241. 61 



ANNUAL REPORT OF THE COAST GUARD. 31 

Repairs to revenue (Coast Guard) cutters $172,859.17 

Unexpended balance : 2, 140. 83 

Amount of appropriation 175, 000. 00 



Establishing life-saving (Coast Guard) stations 19,751.53 

Unexpended balance 42, 267. 53 

Amount of appropriation plus balance July 1, 1914 62, 019. 06 

ADMINISTRATIVE MEASURES. 

Reorgamzation. — ^The organization of the Coast Guard under the 
act of January 28, 1915, has progressed satisfactorily, and at this 
time, less than six months after the passage of the act, there is every 
evidence that this long-recommended and much-needed legislation is 
accomplishing the object sought, namely, the enhanced efficiency of 
the life-saving function of the Government by the rehabilitation of 
the personnel concerned. 

A board of competent officers selected from the former Life-Saving 
Service and Revenue-Cutter Service has been steadily engaged re- 
vising the regulations of those two services and combining them in 
accordance with law into new regulations for the Coast Guard. As 
quickly as each chapter of the regulations is completed it is promul- 
gated to the service at large in the form of a general order. It is 
hoped to complete the task within three months, when the several 
general orders will be published in one volume as a book of regula- 
tions. 

The Coast Guard being a part of the military forces of the Gov- 
ernment, the military system of the former Revenue-Cutter Service 
has been utilized as a basis for the organization of the Coast Guard. 
This has necessitated many changes in matters affecting the status 
and discipline of that portion of the Coast Guard which was formerly 
the Life-Saving Service, and it is very gratifying to observe how 
readily the transferred personnel of that service have adapted them- 
selves to the new conditions. 

A committee representing the Navy and the Coast Guard has been 
at work to recommend such interdepartmental regulations and agree- 
ments as may be necessary in order to make the Coast Guard most 
effective as an adjunct to the Navy for the national defense, as con- 
templated by existing law. 

The transfer of the personnel of the former Life-Saving Service 
to the Coast Guard was accomplished by issuing appointments as 
commissioned officers, warrant officers, and petty officers to the dis- 
trict superintendents, keepers, and No. 1 surfmen, respectively, and 
regularly enlisting the surfmen. 



32 



ANNUAL BBPOBT OF THE COAST OUABD. 



Under the several provisions of the Coast Guard act a total of 125 
persons has been retired from active service, as follows: 



Having reached the age of 64 
years' service: 

COMMISSIONED OFFICEBS. . 

4 district superintendents. 

WASBANT OFFICERS. 

3 master's mates. 
1 boatswain. 
32 keepers. 

1 carpenter. 

. PETTY OFFICEBS. 

9 No. 1 surfmen. 

OTHEB ENLISTED MEN. 

2 seamen. 
31 surfmen. 

2 firemen. 
2 stewards. 
1 cook. 



For physical disability, upon the 
recommendation of a retiring 
board: 

WARRANT OFFICERS. 

1 boatswain. 
5 keepers. 
1 carpenter. 

PETTY OFFICERS. 

4 No. 1 surfmen. 

OTHER ENLI8T1D MEN. 

21 surfmen. 

Having completed more than 30 
years' service. 

COMMISSIONED OFFICERS. 

1 captain. 

WARRANT OFFICERS. 

4 keepers. 

In filling vacancies, the system in vogue in the former Life Saving 
Service has been changed somewhat in the organization of the Coast 
Guard. Promotion to the grade of No. 1 surfman (petty officer) is 
made by selection from the grade of surfman, and promotion to 
keeper (warrant officer) is made by selection from the grade of No. 
1 surfman. Warrant officers and petty officers are required to serve 
a satisfactory probationary period of six and three months, respec- 
tively, before permanent appointments are issued. In addition war- 
rant officers must pass a satisfactory mental examination. Keepers 
alone are eligible for promotion to the grade of district superintend- 
ent, and the selection to fill a vacancy in this latter grade is made by 
examination which is strictly competitive, the candidate attaining 
the highest average being awarded the promotion. 

The administrative office of the Coast Guard (headquarters) has 
been organized in five divisions, as follows : 

1. Division of operations, having cognizance of matters relating to the i)erson- 
nel and operations of the service. 

2. Division of material, having cognizance of matters relating to supplies, 
outfits, equipment, accounts, and the files. 

3. Division of construction and repair, having cognizance of matters relating 
to the construction of and repairs to the hulls of vessels and boats, stations, 
wharves, and all other property. 

4. Division of engineering, having cognizance of matters relating to the con- 
struction of and repairs to the motive power of vessels and boats and the ma- 
chinery of all other property. 

5. Division of inspection, having cognizance of matters relating to the inspec- 
tion of vessels, stations, boats, and all other property. 

The clerical force employed in the former Bureau of Life Saving 
Service and former Division of Revenue-Cutter Service has been 
transferred to the Coast Guard headciuarters and assigned to ap- 
propriate duties among the several divisions. 



ANNUAL ItBPOBT 0^ THE C6AST? GUAfel). 33 

Discipline. — ^During the year 86 general courts and 148 minor courts 
were convened for the trial of 1. officer and 233 men of the Coast 
Guard, resulting in 12 acquittals and 218 convictions; 1 case was nolle 
prossed and 3 not completed. The department has continued the 
policy of suspending sentence and placing on probation men who 
have been convicted of desertion and other offenses against military 
discipline (not essentially of a criminal nature), when the sentence 
imposed involves imprisonment or other serious punishment, and 
there is a recommendation for clemency or there appears to be cir- 
cumstances in extenuation. Reports on the conduct of the probationer 
are made at regular intervals, and at the expiration of his period of 
enlistment the sentence is mitigated or remitted entirely, according 
to the nature of the several conduct reports. If, on the other hand, 
the conduct reports indicate that the probationer is incorrigible or 
is making no effort to redeem himself, action on the sentence is taken 
accordingly. As one result of this plan, during the past year it was 
necessary to put in effect sentences involving imprisonment in two 
cases only, and it is gratifying to note that in most cases the men 
placed on probation have shown an earnest desire to avail themselves 
of the opportunity thus afforded to regain their status. 

Coast Guard AcadeTny, — During the year a total' of 16 cadets and 
cadet engineers have been under instruction at the academy at New 
London, Conn. Four cadet engineers successfully completed the pre- 
scribed course and were commissioned third lieutenants of engineers 
in August, 1914, and the same month six cadets and four cadet engi- 
neers were appointed. One cadet resigned October 1, 1914. The 
annual cruise of the cutter Itasca with the cadets covered the period 
between June 6 and September 14, 1914. The winter term at the 
academy is devoted to theoretical studies, while the cruise of the 
Itasca affords the opportunity for practical instruction of cadets 
during the varying conditions of weather at sea in seamanship, navi- 
gation, engineering, gunnery, etc. T^e junior cadets are given actual 
experience on deck, in the boats, and in the fireroom, while the senior 
cadets are required to perform, under the immediate supervision of 
the officers, the actual duties of navigating the vessel and of handling 
her, both in the engine room and on the bridge. The number or 
cadets being limited, considerable individual instruction is possible, 
and there is opportunity to give each cadet extensive practice in per- 
forming important duties, all of which tends to develop confidence 
and self-reliance, and better prepares them for the responsibilities of 
commissioned officers. 

Competitive examinations were held in June, 1915, to select the 
new class which will enter the academy in August. It is desired to 
appoint seven cadets and four cadet engineers, and in order to obtain 
a wide field for competition the exammations were held at the fol- 
lowing cities: Boston, New York, Philadelphia, Baltimore, Wash- 
ington, Norfolk, Savannah, San Francisco, and Chicago. 

Cadet engineers are appointed at the minimum age of 20 years 
and serve a probationary period of one year at the academy. Cadets 
of the line are appointed at the minimum age of 18 years and serve 
a probationary period of three years. The scope of the examination 
for appointment as cadet engineer is, consequently, more advanced 
than for cadets of the line, and a candidate to compete successfully 



34 ANNUAL BEPOET OF THE COAST GUAKD. 

for appointment as cadet engineer must have had a certain amount of 
preliminary training in mechaiucs, steam engineering, and elec- 
tricity. Despite every effort that has been made to advertise the 
existing vacancies only three candidates finally qualified for the an- 
nual competitive examination in June, 1915, and it is quite evident 
from the experience of the past three years that with the present 
requirements it is becoming increasingly difficult to recruit the engi- 
neer corps with efficient young men. 

Two remedies for this condition suggest themselves, namely, to 
reduce the age limit and the scope oi the examination for cadet 
engineers and increase the probationary term to three years; or to 
discontinue the appointment of cadet engineers and train cadets for 
both line and engineering duty. These matters are now receiving 
earnest consideration, and it is expected to be able to make definite 
recommendation in the next annual report. Meanwhile, the policy 
of detailing junior line officers for engineering duty, which was in- 
augurated during the previous year to relieve the condition incident 
to the large number of vacancies in the engineer corps, has been 
continued in the past fiscal year. 

Medical officers on cutters. — The act of Jime 27, 1914, authorizes the 
Secretary or the* Treasury to detail for duty on Coast Guard cutters 
such surgeons of the Public Health Service as he may deem necessary, 
and plans have been perfected with the Surgeon General of the 
Public Health Service to assign medical officers to the several cutters 
to the extent permitted by the limited personnel at his disposal. 
Medical officers are now regularly assigned to seven cutters and tem- 
porary details are made to three other cutters when proceeding on 
extensive cruises. Aside from the necessity for the services of a 
medical officer on each cutter to conserve the health of a crew total- 
ing an average of 70 persons, who are frequently engaged in work 
involving hazard and exposure, all cruising cutters are often called 
upon for medical or surgical aid by the crews of merchant vessels 
at sea or in remote places. When a surgeon is available much un- 
necessary suffering is alleviated among seafaring men along our 
coasts, and undoubtedly at times seamen's lives are saved through 
this prompt medical attention. 

It is hoped that during the current year it may be possible to pro- 
vide for the regular detail of surgeons to a part, if not all, of the 
remaining cruising cutters. 

New vessels^ stations^ and equipment. — ^The new cutters Ossipee 
and Tallapoosa^ authorized by the act of June 24, 1914, have been 
completed and will be taken to the service depot at South Baltimore 
to receive their outfits and equipment. It is expected these vessels 
will be ready for service by the middle of August, when they will be 
assigned to duty on the New England and Gulf coasts, respectively, 
to replace the Woodbury and Winona^ which latter cutters, being old 
and unserviceable, will be withdrawn from active service and sold. 

The old radio sets of the /Seminole, Onondaga, and Androscoggin 
have been replaced with modem high-powered installations. The 
necessary material to similarly equip the Bear has been purchased but 
not yet mstalled. 

A contract has been entered into for the construction of the new 
station at Mackinac Island, authorized by the act of August 24, 1912. 
The work has begun and is progressing satisfactorily. 



ANNUAL REPORT OF THE COAST GtJARI). 35 

It has not been possible to proceed with the construction of the 
new station authorized by the act of August 24, 1912, to be estab- 
lished at Seagate, New York, because of difficulties in securing title 
to the necessary site. 

Steps have been taken to obtain suitable sites for the new stations 
at Duxbury Reef, California, and Siuslaw River, Oregon, authorized 
by the acts of March 3 and March 4, 1915, respectively. 

Contracts were executed for the construction of eight 36- foot self- 
bailing, self-righting motor lifeboats, and twenty 26-foot self -bailing 
surf boats, and of these four lifeboats and eleven surfboats have been 
completed and put in service. 

Repairs and improvement to cutters and stations. — In addition to 
the current repairs necessary for the upkeep of the fleet, extfensive 
repairs have been made to the following vessels: 

jSemdnole. — ^The installation of the new boilers has been completed, 
and with the renewal of certain portions of the hull this vessel is 
now in a very efficient condition for a craft of her age. 

Windom, — ^In January, 1915, this vessel was sent to the Service 
Depot at Baltimore for the first extensive repair since she was built 
in 1896. Her low freeboard and small coal capacity greatly restricted 
the field of her activities and made her unavailable for extensive 
cruising in the waters of the Gulf of Mexico, where she was sta- 
tioned. Her hull has been raised forward by the addition of a fore- 
castle deck, her freeboard increased- by fitting solid bulwarks through- 
out her entire length, and new boilers are being installed. In addi- 
tion provision will be made for oil fuel which will practically 
double her steaming radius. 

The following stations have been rebuilt or extensively repaired : 

Atlantic and Gulf Oocyst. — ^At Chatham, Mass., the station has 
been rebuilt on a new site; masonry seawalls have been constructed 
at Watch HiU, R. I., and bulkheads and revetments at Corsons Inlet 
and Hereford Inlet, N. J., to protect the stations at those points from 
the encroachment of the sea. 

Pacific coast. — ^At Humboldt Bay, Cal., extensive damage to the 
launchway has been repaired. At Point Adams, Oreg., the boathouse 
has been moved to a new location and the launchway rebuilt. At 
Nome, Alaska, a new boathouse and a launchway have been con- 
structed to replace those destroyed by storm. 

Great Lakes. — On Lake Huron a new boathouse with extensive 
breakwater protection has been constructed at Pointe aux Barques, 
the breakwater rebuilt and boathouse repaired at Harbor Beach, and 
the boathouse and launchway rebuilt at Lake View Beach, all in 
Michigan. On Lake Erie, at Cleveland, Ohio, extensive repairs have 
been made to the station foundations and bulkhead and a rock-mound 
breakwater constructed. 

Contracts have been awarded and work begun in connection with 
the following projects: Rebuilding stations at Point of Woods, 
Long Island; Cape F6ar, N. C; Coos Bay, Oreg.; Milwaukee, Wis.; 
and Oswego, N. Y. Moving buildings to new site at Sandy Hook, 
N. J., rebuilding of boathouse and crew's quarters at Fort Point, 
Cal., and construction of a rock breakwater at Marblehead, Ohio. 

At Velasco, Tex., action on changing the location of the buildings 
has been deferred pending negotiations for a suitable site. 



36 ANNUAL BEPORT OF THE COAST GUABD. 

Repair depot at Arundel Cove^ Md. — ^The value of this depot to 
the Coast Guard is constantly increasing. In addition to manufac- 
turing most of the small boats, awnings, covers, and other items of 
outfit for the cutters, the extensive repairs to the Seminole and Win- 
dam were made at this plant and the following cutters were over- 
hauled and received minor repairs: Androscoggin^ Apache^ Guthrie^ 
Itasca^ and Onondagd. The new cutters Ossipee and Tallapoosa 
will be prepared for service at the depot, where •the necessary outfits 
already have been assembled. 

The facilities of this depot have been extended to the floating 
equipment of the Public Health Service when requested. 

RECOMMENDATIONS. 

New vessels. — For four years it has been regularly urged that new 
vessels be authorized — one for the Pacific coast and one for New 
York harbor. The vessel for the Pacific coast is intended to replace 
the Perry^ which was wrecked in the vicinity of the Pribilof Islands 
in 1910. During the past year the service sustained a further loss in 
the Tahomaj which struck an uncharted reef south of the Aleutian 
Chain in September, 1914, while engaged in patroling those waters 
in the enforcement of the international convention for the protection 
of the seal herds. The loss of these two vessels has seriously cur- 
tailed the activities of the Coast Guard on the Pacific coast, and the 
service is now obliged to undertake the enforcement of the sealing 
convention with but one cutter. It is therefore imperatively neces- 
sary that two new vessels be provided for this very important work, 
involving as it does the fulfillment of international obligations. 
Seven hundred thousand dollars should be provided for the construc- 
tion of these two vessels. 

The old cutter Manhattan now limps along with worn-out hull and 
machinery, performing in a very inefficient manner the important 
duty of regulating the anchorage of vessels in the greatest American 
seaport. Since first recommending the replacement of this antiquated 
craft, now over 42 years old, the cost or ships has so far advanced 
that it will be necessary to provide an appropriation of $125,000, in- 
stead of the original estimate of $110,000. Plans have already been 
prepared for this much-needed craft, and it is hoped that the neces- 
sary appropriation will be forthcoming as early as practicable during 
the approaching session of Congress. 

A new harbor cutter to replace the Hartley at San Francisco is 
urgently needed. That vessel was built in 1875, and has been in serv- 
ice for 40 years. Her wooden hull is rotten, her machinery anti- 
quated and in very bad condition, requiring frequent repairs. The 
boat is not worth rebuilding. In April, 1914, without accident of 
any kind, she began to fill at her dock and was quickly taken into 
shoal water nearby, where she sank. The cutter was raised and re- 
paired as well as the general bad condition of her hull would permit, 
but had this incident occurred while she was underway the lives of 
her crew and the customs inspectors, who are obliged to use the ves- 
sel, would have been seriously jeopardized. It is earnestly recom- 
mended that an appropriation of $50,000 be provided to build or pur- 
chase a suitable cutter to replace the Hartley > 



ANNUAL REPORT OF THE COAST GUARD. 37 

The recommendation for a cruising cutter to cost $350,000 for duty 
in the waters adjacent to the Panama Canal is renewed. Such a ves- 
sel, as before pointed out, would be of great assistance in aiding 
vessels which may be in distress, and in boarding them for the pur- 
pose of enforcing the navigation laws. 

Rebuilding and repair of stations. — ^There are 279 stations in the 
Coast Guard, and of these there are 21 which should be rebuilt as soon 
as possible. The oldest of the 21 stations was built 43 years ago, the 
newest is 29 years old, and the average age of all is 37 years. These 
buildings, which are small frame structures, on wooden foundations, 
have passed the stage when they can be satisfactorily repaired and 
are in a deplorable condition. They were erected in the early days, 
when the means at the disposal of the service were smaller and the 
requirements less, and would not, if they could be repaired, afford 
ade<][uate quarters for the men and apparatus now employed at the 
stations. Leaks in roofs and settlement due to failing foundations 
have opened up many of the buildings until they are not water-tight, 
permitting rain, snow, and sand to penetrate the living quarters, 
rendering them msanitary, unsuitable, and a cause of complaint, 
not only from the men who occupy them but from the neighboring 
property owners. 

At 25 stations the boathouses or launchways are unsafe or in such 
condition as to seriously interfere with the rescue work required of 
the crews, and this condition is due to the fact that it has been neces- 
sary repeatedly to postpone repairs because of the lack of funds in 
the appropriation. 

To effect the rebuilding and repairs most urgently needed the sum 
of $235,000 was requested in the estimates submitted for the fiscal 
year 1916. Of this amount the last Congress provided but $135,000, 
and as the greater part of this sum is needed for launching facilities, 
the rebuilding of dilapidated stations must again be postponed. 
There can be no hesitancy in choosing between repairs or a general 
character and maintaining launchway facilities when funds are not 
available for both, for upon these latter facilities depend the prompt 
and efficient life-saving activities of the service. 

To accomplish the rebuilding of, or extensive repairs to, the several 
stations which particularly require such attention, there should be 
provided for the fiscal year 1917 the sum of $300,000, and it may be 
added that the longer these stations are permitted to continue in a 
state of nonrepair the greater must be the ultimate expenditure in 
order to correct that condition. 

Extending the active season. — Owing to the frequency of storms on 
the Atlantic coast during the months of Maj^ and August and re- 
sponding to the earnest solicitations of the maritime interests and the 
public press of the country. Congress by the act of August 3, 1894, 
authorized the extension of the so-called active season (when the sta- 
tions are open and manned) to include those months. The active sea- 
son as thus defined began on the 1st day of August and ended on the 
31st day of May succeeding. This is the latest act regulating the 
opening and closing of Coast Guard stations, and is the law at this 
time. The above extension of the active season was accompanied by 
very gratifying results, and for a number of years generally served 
the purpose sought to be attained by the legislation. Since the intro- 



38 ANNUAL REPOBT OF THE COAST GTTABD. 

duction of motor-propelled boats, however, and their extensive use 
both for commercial and pleasure purposes, conditions have so mate- 
rially changed along our eastern seaboard as to suggest the advis- 
ability, if not the actual necessity, of a further lengthening of the 
active season to include the entire year. 

The period during which the stations can not under the law be 
manned, namely, the months of June end July, witnesses the greatest 
activity among such craft, and this activity is attended by numerous 
accidents, resulting in loss of life and property. This has been the 
subject of thoughtful attention for some years past, but the con- 
stantly increasing demands for funds for other necessary purposes 
(coincident with the growth of the establishment), such as the re- 
placing of old and inadequate station buildings with modem struc- 
tures sufficient to accommodate the improved apparatus and the in- 
troduction of motor-propelled life and surf boats, together with 
other new equipment, have deterred the department from approach- 
ing Congress lor this much-needed legislation. It is evident that 
the time is not far distant when decisive action to that end will have 
to be taken in order that the Coast Guard may be in position to ex- 
tend its full protection to this class of maritime traffic, which is so 
rapidly increasing in volume. 

Reference to another important consideration bearing upon this 
subject should not be omitted. The men at the stations, who are 
enlisted for a term of one year, are subjected to a compulsory leave 
of absence without pay during the two months the stations are closed, 
namely, June and July. They are therefore thrown out of regular 
employment. Such employment as they are usually able to find in 
these months, like boating, fishing, etc., is at its very height at the 
time they are recalled to duty, so that it is not possible for them to 
engage in any business except of the most temporary and shifting 
character — odd jobs which yield them meager returns. They find, as 
a rule, even among the most frugal, that whatever savings they may 
have accumulated during 10 months of their enlistment year are used 
up during this period of enforced absence from duty. 

To say the least, it is a matter of grave doubt whether any well- 
ordered business establishment, aside from considerations affecting 
the personal welfare of its employees, could afford to pursue a like 
policy. 

It is believed that the physical and mental character of the en- 
listed personnel as well as the discipline of the service could be main- 
tained at a higher standard if the men could be assured of unbroken 
employment throughout the year for which they- enlist, and that 
the efficiency and usefulness of the Coast Guard would be corre- 
spondingly promoted thereby. 

No provision of law whereby a responsible person may perform the 
duties of keeper during the (ibsence of the latter in the inactive sea- 
son. — Special attention is invited to a matter closely related to the 
subject ]ust discussed and which it is believed calls for early remedial 
action by Congress. The law requires that keepers of Coast Guard 
stations shall " reside continually at or in the immediate vicinity of 
their respective stations," and provides annual compensation for 
them. There is therefore no inactive season so far as keepers are con- 
cerned. 



ANNUAL REPORT OF THE COAST GUARD. S9 

In case of the temporary absence of a keeper on account of sick- 
ness or other disability during the so-called inactive season he is paid 
his full compensation allowed by law, employs a person at his own 
expense to take charge of the station, and is reimbursed for the 
amount thus paid upon the establishment of a claim for benefits 
under the provisions of section 7 of the act of May 4, 1882. This pro- 
ceeding is fundamentally wrong, subversive of discipline, and detri- 
mental to the interests of the Government, and should be discon- 
tinued, because it results in placing in charge of a Coast Guard sta- 
tion a person who is not amenable to the laws and regulations of the 
service, and therefore not responsible to the Government. There is 
no alternative, however, as under existing law a surf man can not be 
placed on duty at a station during the inactive season, except he be 
summoned for temporary duty in connection with wrecks or rescue 
work, in which case the law specifically provides for such employ- 
ment. 

It also frequently becomes necessary to detail a keeper during the 
inactive season for other important temporary duty for which he is 
peculiarly qualified. Even in a case of this kind the service is put to 
the extremity of having an irresponsible person take charge of the 
station in the absence of the keeper. An exactly similar situation 
arises in case of the death of a keeper, pending the designation of his 
successor. 

It is essential that at least one responsible member of the Coast 
Guard be on duty at each station at all times during the inactive sea- 
son to protect and care for the public property, to intelligentlv con- 
duct the business of the station, and who is vested with full authority 
to collect a crew and competent to take charge of and direct them in 
the event of a shipwreck or other disaster. 

The removal of the present legislative restriction against the em- 
ployment of surf men during the inactive season is therefore neces- 
sary for the proper conduct of the Coast Guard, and it is earnestly 
recommended that Congress be requested to provide appropriate leg- 
islation to the end that the regularly enlisted personnel of the service 
may be assigned to duty at stations during the inactive season to 
meet such emergencies as have been enumerated. 

Saving of life cmd 'property on interior navigable waters. — ^The 
recommendation made in the last two annual reports for authority to 
construct and maintain three light-draft cutters on the Ohio and Mis- 
sissippi Eivers and their tributaries is renewed. The fact that the 
floods during the past two years have not resulted in very serious 
damage on these waters does not indicate, by any means, that there is 
to be a continuous exemption of serious consequences from the annual 
rise in these rivers. There is a constantly growing demand for the 
services of cutters along these inland waterwavs, in connection with 
the policing and regulation of the vast fleet of motor boats which is 
annualljr being augmented. Numerous occasions have arisen when 
the services of cutters would have been instrumental in saving life 
and property from accidents which occur along the rivers. The in- 
creased cost of such a patrol would be inconsiderable compared with 
the benefits to be derived, and the people along the banks of the in- 
land waters, it would appear, are as much entitled to Federal protec- 



40 ANNUAL REPORT OF THE COAST GUARD. 

tion of this kind as are those who live along the shores of the sea- 
coast and the Great Lakes. 

Service depot in Alaska. — ^Attention is again invited to previous 
recommendations looking toward the estabhshment of a permanent 
supply depot at Unalaska or Dutch Harbor. As before indicated, 
the saving in fuel alone for vessels of the Coast Guard would amount 
to not less than $18,000 per annum. As vessels of the Fish Conmiis- 
sion, Coast Survey, Lighthouse Establishment, and, occasionally, 
naval vessels could make use of this general supply depot, the saving 
on their account would, in all probability, amount to as much as for 
the Coast Guard cutters. Estimates oi the cost of such a supply 
depot indicate that it could be purchased and fitted up complete for 
approximately $150,000. An annual saving of $36,000, incident to an 
investment of only $150,000, is so evidently a good business proposi- 
tion as to need no further argument in its behalf. 



FUNCTIONS. DUTIES. AND ORGANIZATION OF THE 

UNITED STATES COAST GUARD 



41 



FUNCTIONS, DUTIES, AND ORGANIZATION OF THE UNITED 

STATES COAST GUARD. 



FUNCTIONS AND DUTIES. 

The Coast Guard was created by the act of Congress approved 
January 28, 1915, which provided — 

That there shaU be established In lieu of the existing Revenue-Cutter Service 
and the Life- Saving Service, to be composed of those two existing organiza- 
tions, with the existing offices and positions and the incumbent officers and 
men of those two services, the Coast Guard, which shall constitute a part of 
the military forces of the United States and which shall operate under the 
Treasury Department in time of peace and operate as a part of the Navy, sub- 
ject to the orders of the Secretary of the Navy, in time of war or when the 
President shall so direct. When subject to the Secretary of the Navy in time 
of war the expense of the Coast Guard shall be paid by the Navy Department : 
Provided, That no provision of this act shall be construed as giving any officer 
of either the Coast Guard or the Navy, military or other control at any time 
over any vessel, officer, or man of the other service except by direction of the 
President. 

Sec. 2. * * ♦ All duties now performed by the Revenue-Cutter Service and 
Life-Saving Service shall continue to be performed by the Coast Guard, and all 
such duties, together with all duties that may hereafter be imposed upon the 
Coast Guard, shall be administered by the captain commandant, under the 
direction of the Secretary of the Treasury. 

The Revenue-Cutter Service was originally established in 1790, at 
the second session of the First Congress, upon the recommendation 
of the first Secretary of the Treasury, as the result of the need for 
the services of a coast patrol for the enforcement of the customs laws 
and an organized armed force for the protection of the seacoast, 
there being at that time no Naval Establishment. By evolutionary 
processes coincident with the steady growth of the Nation, additional 
duties were successively added to this service to meet the ever- 
increasing demands of the maritime interests in so far as they were 
connected with governmental functions, so that at the time of the 
passage of the act above noted the Revenue-Cutter Service had be- 
come essentially an emergency service, specializing in the perform- 
ance of governmental maritime duties. 

The Life-Saving Service was not the creation of a single legislative 
act, but the result of a series of enactments dating back to 1848 — for 
many years desultory and fragmentary — which had in view the pres- 
ervation of life and property from shipwreck on the coast. In 1871 
a definite life-saving system was inaugurated and administered in 
conjunction with the Revenue-Cutter Service until June 18, 1878, 
when, as a consequence of the development and growth of the work 
and of its importance to commerce and humanity. Congress estab- 
lished the Life-Saving Service as a separate organization. 

As the Life-Saving Service was maintained for the purpose of 
saving life and property along the coast, and as one of the principal 

4943*'— 15 i 43 



44 ANNUAL KEPOBT OP THE COAST GUABD. 

functions of the Revenue-Cutter Service in time of peace was to 
perform similar duties on the seas, the two services necessarily co- 
operated with and supplemented each other to a considerable extent 
in this work of conservation, and it became apparent to the Secretary 
of the Treasury that closer coordination and increased efficiency 
would result from the union of both services in one organization. 
The matter was accordingly presented to Congress with strong rec- 
ommendations for the enactment of the necessary legislation, and the 
. deliberations of that body resulted in the Coast Uuard act of January 
28, 1915. 

It is interesting to note that the formation of the Coast Guard 
presents the somewhat unusual feature of an offshoot of an older 
service of the Government being developed independently, and finally 
with its parent organization merged into a new branch of Federal 
activity, which, while preserving the primary object of conservation 
of life and property, is capable, by means of its broader foundation, 
of expanding its sphere of usefulness alon^ both civil and military 
lines in all maritime functions connected with the Government. 

In general the duties of the Coast Guard may be classified as 
follows : 

1. Rendering assistance to vessels in distress and saving life and property. 

2. Destruction or removal of wrecks, derelicts, and other floating dangers to 

navigation. 
8. Extending medical aid to United States vessels engaged in deep-sea fisheries. 

4. Protection of the customs revenue. 

5. Operating as a part of the Navy in time of war or when the President shall 

direct. 

6. Enforcement of law and regulations governing anchorage of vessels in navi- 

gable waters. 

7. Enforcement of law relating to quarantine and neutrality. 

8. Suppression of mutinies on merchant vessels. 

9. Enforcement of navigation and other laws governing merchant vessels and 

motor boats. 

10. Enforcement of law to provide for safety of life on navigable waters during 

regattas and marine parades. 

11. Protection of game and the seal and other fisheries in Alaska, etc. 

12. Enforcement of sponge-fishing law. 

While the foregoing represent the principal duties, it is im- 
possible to enumerate all the tasks that fall to this service, for it is 
essentially an emergency service, and it seems to be generally recog- 
nized that all the great departments of the Government should call 
upon the Coast Guard for any special work of a maritime nature 
for which no vessels are especially maintained. 

During all periods of the j^ear, and at such times as least to inter- 
fere with the emergent duties of a civil nature, a rigid system of 
military discipline and training is maintained to fit the personnel 
for the duty of operating as a part of the Navy at any time, as 
the law requires. This function of the Coast Guard has always 
been of value, since in all wars to which the United States has been 
a party the Government has had at hand an auxiliary force, properly 
disciplined and trained, ready to become a part of the regular naval 
forces as occasion required. 



ANNUAL BEPOBT OF THE COAST GUARD. 



45 



ORGANIZATION. 

The Coast Guard occupies a peculiar position among other branches 
of the Government, and necessarily so from the dual character of its 
work, which is both civil and military. Its organization, therefore, 
must be such as will best adapt it to the performance of both classes 
of duties, and as a civil organization would not suffice for the per- 
formance of military functions, the organization of the service must 
be and is by law military. More than 120 years of practical experi- 
ence has demonstrated that it is by means of military drills, training, 
and discipline that the service is enabled to maintain that state of 
preparedness necessary for the prompt performance of its most 
important civil duties, which, as has been stated, are largely of an 
emergent character. 

The organization of the service is as follows : 

1. The Secretary of the Treasury. 

2. Assistant Secretary of the Treasury. (Having supervision.) 

3. Captain Commandant, who is charged with the administration of the 
service. His office is at Washington. 

A. General administration. The office of the Captain Commandant 

(Headquarters) is subdivided as follows: 
I. Division of Operations. 

a. Section of Personnel and Operations. 

b. Section of Ordnance and Communication. 

c. Section of Law. 

d. Section of Statistics. 
II. Division of Materiel. 

a. Section of Supplies. 

b. Section of Accounts. 

c. Section of Mail and Files. 

III. Division of Construction and Repair. 
IV. Division of Engineering. 
V. Division of Inspection. 

B. Field service. 

I. Northern division, Pacific coast. In charge of a senior officer 
stationed at Seattle, Wash., who directs the movements 
of, and is responsible for, the efficiency of the vessels of 
his division, as follows: 



Name. 


Headquarters. 


Cruising limits. 

* 


MATiniTiP 


Astoria, Oree 


General cruisiner on Pacific, north of 


TjT«*lg». 


Seattle, Wash 


Cape Blanco, Greg. 
Do. 


Snohomish 

Areata 


Neah Bay, Wash 

Port Townsend, Wash. 
Friday Harbor, Wash. 
Seattle, Wash 


Vicinity of Cape Flattery, Wash. 
Puget Sound. 


Guard 


Do. 


Scout 


Do. 









II. Southern division. Pacific coast. In charge of a senior officer 
stationed at San Francisco, Cal. : 



Name. 


Headquarters. 


Cmising limits. 


McCulloch 

Bear 


San Francisco, Cal 

San Diego, Cal 

San Francisco, Cal 

do ^. 


General cruising on Pacific, south of 
Cape Blanco, Greg. 
Do. 


Golden Gate 

Hartley 


Boarding duty for customs. 
Do. 









46 



AMTirXJAL BEPOBT OF THE COAST GUABD. 



III. Bering Sea Patrol Fleet. Composed of vessels detailed from 

the northern and southern divisions from May to October 
each year. In charge of a senior officer stationed at 
Unalaska, Alaska. 

IV. New York division. In charge of a senior officer* stationed 

at New York, N. Y. 



Name. 


Headquarters. 


Cruising limits. 


Seaeca 


New York, N.Y 

do 


Derelict destroyer for Atlantic coast. 


Mohawk 


From Gay Head, Mass., to Delavrare 




do 


Breakwater. 
Anchorage patrol in New York Bay 


Quide 


."....do 


and Hartibr. 
Do. 


Hudson 


do 


Boarding duty for customs. 


nftliiniftt- . . , . , 


do 


Do.*' 









1 This senior officer is also superviacHr of anchorages for New York and vicinity. 

V. Eastern division. In charge of a senior officer stationed at 
Boston, Mass. 



Name. 


Headquarters. 


Cruising limits. 


OsslDee 


PoHlftTi'l , M^ 


From Eastport. Me., to Cape Ann. 


Androscoggin 

Orw^*^Tn , _ , 


BostcKQ. Hass 


Mass. 
Eastern fishing banks. Carries med- 


do 


ical aid to deisp-sea fishermen. 
From Portsmouth. N. H.. to Nan- 


Wi-nniaiTnmflt , . _ 


do. 


tucket Shoals Li^tship. 
Boarding duty for customs. 


Acushnet 


Woods Hole, Mass 


Buzzards Bay, Nantucket Shoals, 
Vineyard Sound, and adjacetnt 
waters. 





VI. Independent vessels. The other vessels of the service are 
stationed as follows: The commanding officer of each ves- 
sel is responsible for the efficiency of his' command. The 
movement of these vessels and the inspection of the same 
is directed by the Washington office. 



Name. 



Onondaga. 



Wissahickon. 

Apache 

Guthrie 

Pamlico 

Seminole 

Yamacraw... 

Tybee , 

MTlami 



Algonquin. 

Penrose 

Alert 

Tallapoosa. 

Davey..... 
Windom... 



Morrill.... 
Tuscarora. 

Thetis 

Itasca 



Mackinac 1. 



Headquarters. 



Norfolk, Va. 



Philadelphia, Pa. . 

Baltimore, Md 

do 

Newbem, N, C 

Wilmington, N. C. 

Savannah, Qa 

do 

Key West, Fla.... 



San Juan, P. R. 

Pensaoola, Fla. 

Mobile, Ala.... 

do 



New Orleans, La. 
Galveston, Tex. . 



Detroit, Mich 

MilwaukeeiWls 

Honolulu, Hawaii 

Service depot, Balti- 
more, Ma. 
Sault Ste. Marie, Mich. 



Cruising limits. 



Great Egg Harbor, N. J., to Cape 

HAtteras. 
Boarding duty for customs. 
Chesapeake Bay and tributaries. 
Boanung duty for customs. 
Pamlico and Albemarle Sounds. 
Cape Hatteras to Charleston, S. C. 
Cape Romaine to Cape Canaveral. 
Boarding duty for customs. 
Fernandina, Fla., to Tampa, Fla., 

and Gulf of Mexico. 
Waters of Porto Rico. 
Boarding duty for customs. 

Do. 
Mouth of the Mississippi River to Port 

Tampa, Fla. 
Boarding duty for customs. 
From New Orleans, La., to the 

mouth of the Rio Grande. 
Lakes Huron, St. Clair, and Erie. 
Lake Michigan and Lake Superior. 
General cru&ing on Pacific. 
Relief vessel and practice ship for 

cadets. 
St. Marys River. 



1 And 3 launches. (In charge of an officer statfoned at Sault Ste. Mfurie, who is 
charged with the enforcement of laws regulating the anchorage of vessels and the 
movement of traffic in the ''Soo Canal" and St. Marys River, Great Lakes.) 



ANNTJAL BEPOBT OP THE COAST OUABD. 



47 



VII. First coast district— Maine and New Hampshire. In charge 
of a superintendent stationed at Portsmouth, N. H., who 
is responsible for the efficiency of the stations in his 
district. 



Name of station. 


State. 


Locality. 


Quoddy Head 


Maine , 




Carrying Point Cove. 

Off Macniasport. 

Off Janesport.' 

Little Cranberry Island, off Mount 

Desert. 
On southwest end White Head 


Cross Island 


do 


Great Wass Island 


do 


Cranberry Islands 


do 


White Head 


do 


■RlTrnt TfslftTid. .... , 


do 


Island. 
Oflf mouth St. Georges River. 
On th^ wARt shore of T>amiscove 


Bamlscove Island 


do 


Riminiiwplls Bwic'h , . 


do *. 


Harbor. 
On wAst side month ICenTiAhec 


Cape Elizabeth 


do 


River. 
Near the Lights. 
Biddeford Pool. Fletchers Neck; 


JPletchers Neck 


do 


Portsmouth Harbor 


do 


Wood Island. Portsmouth Harbor. 


Wallis Sands 


New Hampshire.. 
Maine 


1} miles .south of Odiornes Point. 


Tsler<t of Rho^J-s 


On Appledore Island. 

North end of Rye Beach. 

1^ mUes north of Great Boars Head. 


Tiye Beach 


New Hampshire.. 
do..... 


Hampton Beach 









VIII. Second coast district. Massachusetts. In charge of a super- 
intendent stationed at Provincetown, Mass. 



Name of station. 


State. 


Salisbury Beach 

Newburyport 


Massachusetts 

.....do. . ...... 


P)nTn Tsland . 


do 


Straitsmouth o 


do 


Gloucester 


do 


Nahant . . ........ 


do 


City Point 


do 


Point Allerton 


do 


North Scituate 


do 


Fourth niHT 


do 


Brant Rock 


do 


Gurnet.. 


do.... 


Manomet Point 


do 


Wood End 


do 


Race Point 


do 


Peaked Hill Bars 


do 


High TTead . . 


do 


TTighlftTid 


.....do 


Pamet River 


do 


Cahoons Hollow 


do 


Nauset 


do 


Orleans 


do 


Old Harbor 


do 


Chi^tham 


do 


Monomoy 


do 


Monomoy Point 


do 


Coskata 


do 


Surfside 


do 


Maddaket 


do 


Muskeget 


do.. 


Gay Head 


do 


Cuttyhunk 


do 



Locality. 



f mile south of State line. 

North end of Plum Island, mouth of 

Merrimac River. 
On Plum Island, 2\ miles from 

south end. 
I^mile west of Straitsmouth Light. 
Old House Cove, westerly side of 

harbor, 1^ miles from town. 
On the neck, close to Nahant. 
Floating station in Dorchester Bay, 

Boston Harbor. 
1 mile west of Point Allerton. 
2h miles south of Minots Ledge 

Light. 
South end of Fourth CM, Scituate. 
On Green Harbor Point. 
Ah mUes northeast of Plymouth. 
6| mUes southeast of Plymouth. 
I mile east of light. 
If miles northeast of Race Point 

Light. 
2} nmes northeast of Provincetown. 
3l mUes northwest of Cape Cod 

Light. 
I mile northwest of Cape Cod Light. 
3^ miles south of Cape Cod Light. 
2k miles east of Wellfleet. 
l| mUes south of Nauset lights. 
Abreast of Ponchet Island. 
\ mile north of Chatham Inlet. 
\\ miles south-southwest of Chatham 

lights. 
2\ miles north of Monomoy Light, 
f mile southwest of Monomoy Light. 
2\ miles south of Nantucket (Great 

Point) Li0it. 
2^ miles south of the town of Nan- 
tucket. 
6 miles west of Surfside. 
Near west end of Muskeget Island. 
Near light. 
Near east end Cuttyhunk Island. 



o Formerly Davis Neck. 



48 



ANNUAL BBPOBT OF THE COAST GUABI>. 



IX. Third coast divisioii. Rhode Island and Fishers Island, 
N. Y. In charge of a superintendent stationed at Wake- 
field, R. I. 



Name of station. 


State. 


Locality. 


Brenton Point 


Rhode Iiland 

do 


On Prices Neck. 


Narraeansett Pier 


Northern part of the town. 

Near light. 

6 miles west of Point Judith Light. 

7h miles east of Watch Hill Light. 

Near light. 

West snore of East Harbor. 


PointJudith 


do 


Green HiU 


do 


Quonochontau£ 


do 


Watch HHI 


do 


"Pisherp T)f]i^id _ 


New York 

Rhode Island 

do 


Sandy Point. 


Block Tsland, north side, near li^t. 
Block T.sland . east side, near landmir. 




Block Tsland 


do 


Block Islana, west side, near Dick- 
ens Point. 


« 





X. Fourth coast district. Long Island, N. Y. In charge of a 
superintendent stationed at Bay Shore, N. Y. 



Name of station. 


State. 


Locality. 


Ditch Plain 


New York 

do 


31 mllm 5imit1iWARt nf MmitAiik lifffit. 


TTithAf Piftin 


i mile southwest of Ford Pond. 
Abreast of Napeague Harbor. 
Abreast of the villiEkcre. 


Napeague 


do 


AmftgftnsMt 


do 


Georgica 


do 


1 mile south of viUage of East Hami>- 
ton. 

2 miles south of the village of Bridge- 
hampton. 

i mile south of the villitte. 


Meoox 


do 


Southampton 


do 


Fl^innpcork 


do 


2 TnilAR f«stHV>iithMV(t of ShinnAnpnk 


Tiana 


do 


Light. 
2 mii<!«¥ soil th west r>f Sbfnnecock 


Quogue 


do 


Light. 

i miles south of the vill^e. 

1^ miles southwest of Potmik vil- 
lage. 

2i miles southwest of Speonk vil- 
lage. 

34 miles south of Moriches. 

Abreast of the point. 

4 miles south of the village. 

4^ miles south of Patchogue. 

8 milps east of Fire Island T'iirht. 


PotiinV 


do.. . . 


Moriches 


do 


Forge River 


do 


Smiths Point 


do 


Bellport : 


do 


Blue Point 


do 


Lone Hill 


do 


Point of Woods 


do 


4 miles east of Fire Island Li^t. 
^mlle west of Fire Island Li^t. 
Kft-st end of OaV Tslnnd. 


Fire Island: 


do 


Oak Island 


do 


Gilgo 


..... do ... 


West end of Oak Island. 


Jones Beach 


.... .do. 


East end of Jones Beach. 


ZachsTnlet 


do 


West end of Jones Beach. 


Short Beach 


do 


\ mile east of Jones Inlet. 
2 miles west of New Inlet. 


Point Lookout 


do 


Long Beach 


do 


Near west end of Long Beach. 


Rockaway 


do 


Near the village of Rockaway. 
West end of Rockaway Beadi. 


Rockawav Point 


do 


Eatons Neck 


do 


East side entrance to HunUugton 
Bay, Long Island Sound. 

Near Rocl^ Point, Long Island 
Sound, about 4 miles northerly 
from Greenport. 


Rocky Point 


do 







XI. Fifth coast district. New Jersey. In charge of a superin- 
tendent stationed at Asbury Park, N. J. 



Name of station. 


State. 


Locality. 


Sandy Hook 


New Jersey 

do.... 


On Bay side i mile south of point of 

Hook. 
2^ miles south of Sandy Ho6k Light. 
About a mfle south o^ Navwfhik 


Spermaceti Cove 


Sea Bright 


.....do 


Monmouth Beach 


do 


Light. 
About a mfle south of Sea Bri^t. 


Long Branch. 


• • • • aUO* •••••••««•• 


Greens Pond. 



ANNUAL BEPOET OP THE COAST GUAKD. 



49 



Name of station. 


State. 


Locality. 


Deal 


New Jersey 

do 


Asbmy Park. 

Near the mouth of Shark River. 


Shark River 


gprinp T'Ake. ... 


do 


2^ miles south of Shark River. 


Sfliian Beach , . r - 


. . . • • do. ............ 


1 mUe southeast of Sauan village. 


Bayhead 


. . . • .do.... ......... 


At the head of Bamegat Bay. 


Mantolokinc 


do 


2i miles south of hoEtd of Bamegat 


Chadwick , - , 


do 


Bay. 
^ Tniiact sniith of head of 'R^rneprt^t 


Toms River 


do 


Bay. 
On the beach abreast mouth Toms 


Island Beach - 


.. . . .do...... ....... 


River. 
14 miles south of Seaside Park. 


Cedar Creek 


. . . ..do.... 


5f miles north of Bamegat Inlet. 


Forked River 


. . ...do.... 


2 miles north of Bamegat Inlet. 


Bamesat 


do 


South side of Bamegat Inlet. 


Loveladies Island . . 


do 


2h miles south of Bamegat Inlet. 


Harvey Cedars 


do 


!A milAs iv^iith of Bftmfl«i.t Tnlfit, 


Ship Bottom 


do 


Midway of Long Beach. 

IS miles north of Beachhaven. 


Lone Beach 


do 


Bonds 


do 


2* mUes south of Beachhaven. 


Little Egg 


do 


Near the light north of inlet. 


Little Beach 


do 


South side of Little Egg Inlet. 


■RripwitiTifi , 


do 


5^ miles north of Absecon Light. 
3* miles north of Absecon Light. 


South Brieantine 


do 


Atlantic Caty 


do 


At Absecon Light. 


Absecon 


do 


2} miles south of Absecon Light. 
61 miles south of Absecon Light. 


Great Egg 


do 


Ocean City 


do 


South side of Great Egg Inlet. 


Pecks Beach 


.... .do. .. 


3^ miles nortii of Corson Inlet. 
^ ear the Inlet, north side. 


Corson Inlet 


do 


Sea Isle City 


do 


3' • miles north of Townsend Inlet. 


Townsend Inlet 


do 


Near the Inlet, north side. 


Avalon 


do 


3f miles southwest from Ludlam 

Beach Light. 
2h miles northeast from Hereford 


Stone Harbor 


do 


Hereford Inlet 


do 


Inlet Light. 
Near Hereford Light. 


Holly B each , . . . 


do 


6 miles northeast of Cape May city. 


Two Mile Beach .... 


do 


4 miles northeast of Cape May city. 


Cold Spring 


do 


* mile east of Cape May city. 
Near the light. 


Cape May 


do 









XII. Sixth coast district. Coast between Delaware and Chesa- 
peake Bays. In charge of a superintendent stationed at 
Lewes, Del. 



Name of station. 


State. 


Locality. 


Lewes 


Delaware 


2 miles west from Cape Henlopen 

Light, 
i mile southerly of Cape Henlopen 

Light. 
Opposite north end of Rehoboth 

Bay. 
North of inlet. 


Cape HenlopeTi 


do 


Rehoboth Beach 


do 


Indian Rivflr Tnlet 


do 


P«thHTiy BA*u»h 


do 


7 miles north of Fenwick Li^t. 
1 J miles north of light. 


Fenwick Island 


do 


IsleofWight 


Maryland . , . . , 


3 miles south of Fenwick Tiight. 
At village. 


Ocean City 


So 


North Beach 


do 


10 miles south of Ocean Citv. 


GrAAn RflTi Tnlf^t ... 


do 


134 miles northeast of Assateague 

Light. 
10 miles northeast of Assateague 

Tiight. 
1| miles south of Assateague Light. 
1* miles south of Chmcoteague 


PopA8 Tplftnd 


Viiyinia. 


Assateague Beach 


do 


WaIloi>s Beach 


do 


MAtomlrilTi TnlAt , - . . 


do 


Tnlet. 
On Metomkin Beach, near the inlet. 


Wachapreague 


do 


South end of Cedar Island. 


Parramore Be£U}h 


do 


Midway of beach. 


Hog Island 


do 


South end of Hog Island. 
South end of Cobb Island. 


Cobb Island 


do 


Smith MftTid ..... 


do 


At Cape Charles Light. 







50 



ANNUAL BBPOBT OF THE COAST GUARD. 



XIII. Seventh coast district. Virginia (south of Chesapeake Bay) 
and North Carolina. In charge of a superintendent sta- 
tioned at Elizabeth City, N. C. 



Name of station. 



Cape Henry. 



Virginia Beadi.. 
Dam Neck MillB. 

Little Island 

False Cape 

Wash Woods 

PenneysHill 



Currituck Beach . 

PoynersHill 

Cafleys Inlet 



Paul Gamiels Hill. 
Kitty Hawk 



Kill Devil HiUs. 

Nags Head 

Bodie Island 



Oregon Inlet 

Pealsland 

New Inlet 

Chicamacomico. . 

Gull Shoal 

Little Kinnakeet. 



Big Kinnakeet. 



Cape Hatteras. 
Creeds HiU.... 

Durants 

Hatteras Inlet. 

Ocracoke 

Portsmouth... 



Core Bank. 



Cape Lookout. 
FortMaoon... 
Bogue Inlet... 



Cape Fear. , 
Oak Island. 



State. 



Virginia. 



....do 

do 

do 

....do 

North Carolina. 
do 



.do. 

.do. 

.do. 

.do. 
.do. 

.do. 
.do. 
.do. 

.do. 
.do. 
.do. 
.do. 
.do. 
.do. 

.do. 

.do. 
.do. 
.do. 
.do. 
.do. 
.do. 

.do. 



.do. 

.do. 

do. 

.do. 
.do. 



Locality. 



1 mile southeast of Cape Henry 
Li^t. 

54 miles south of Cape Henry Light. 
10 miles south of Cape Heniy Light. 
On beach abreast of North Bay. 
On beach abreast of Back Bay. 
On beach abreast of Knotts* Island. 
5| miles north of Curritudc Beach 

Light. 
i mile north of Currituck Beach 

Lig^t. 
64 mUes south of Currituck Beach 

Light. 
10} miles south of Currituck Beach 

Light. 
5 miles north of Kitty Hawk. 
On the beach abreast of north end of 

Kitty Hawk Bay. 
4} miles south of Kitty Hawk. 
9 miles north of Or^on Inlet. 

2 mile northeast of Bodie Island 
Light. 

} mue south of Or^on Inlet. 

2 miles north of New Inlet. 
About 3 miles south of New Inlet. 
5 miles south of New Inlet. 

11} miles south of New Inlet. 

114 miles north of Cape Hatteras 

Light: 
5i miles north of Cape Hatteras 

Lieht. 
1 mile south of Cape Hatteras Light. 
4 miles west of Cape Hatteras Light. 

3 miles east of Hatteras Inlet. 
1} miles west of Hatteras Inlet. 

3 miles northeast of Ocracoke Inlet. 

Northeast end of Portsmouth Is- 
land. 

On Core Bank, opposite Hunting 
Quarters, about halfway between 
Ocracoke Inlet and Cape Lookout. 

1^ miles south of Cape Lookout 
Light. 

Beamort Entrance, 1 mile north of 
fort. 

Inner shore of Bogue Banks, i mile 
east of inlet. 

On Smiths Island, Cape Fear. 

W est side mouth Cape Fear River. 



XIV. Eighth coast district. South Carolina, Georgia, and east 
coast of Florida. In charge of a superintendent stationed 
at Jacksonville, Fla. 



Name of station. 


State. 


Locality. 


Sullivans Island 

Bulow o 


South Carolina 

Florida 


At Moultrieville, Sullivans Island, 
at north end of harbor jetty. 

?0 mileff S<nit.h nf MAtAncsu TnlAt 


Mosquito Lagoon a 


do 


On beach outside the lagoon. 
1 1 miles north of Cape C^maveral. 
1 6 miles north of Tnnian River Inlet 


Chester Shoal a 


do 


Bethel Creek « 


do 


Indian River Inlet a . . . 


do 


South side of inlet. 


Gilberts Bar o 


do 


At St. Lucie Rocks, 2 miles north of 

Gilberts Bar Inlet. 
4 miles north of Yipsw "Rivtvr TnlAt. 


Fort Lauderdale o 


.....do 


Biscayne Bay « 


do 


miles north of Norris Cnt 









a House of refuge. 



ANNUAL BEPOBT OP THE COAST GUABD. 



51 



XV. Ninth coast district. Coast of United States bordering on 
the Gulf of Mexico. In charge of a superintendent sta- 
tioned at Galveston, Tex. 



Name of station. 


State. 


Locality. 


flanta Tlosa. 


Florida 


flantft HfMa TnlanH, 2 milAR A^st of 


Sabine Pass 


Texas 


Fort Pickens. 

West side of pass, south of light. 

On Pelican Spit, west side of chan- 
nel entrance. 

West end Galveston Island. 


(Galveston 


do 


San T.iils 


do... -. 


Velasco 


do 


2^ miles northeast of mouth of 
Brazos River. 


Saluria 


do 


Aransas 


do 


Northeast end Mustane Island. 


Brazos 


do 


North end Brazos Island, entrance 






to Brazos Santiago. 



XVI. Tenth coast district. Lakes Erie and Ontario and Louis- 
ville, Ky. In charge of a superintendent stationed at 
Buffalo. N. Y. 



Name of station. 


State. 


Locality. 


Big Sandy 


New York 

do 


North side mouth of Big Sandy 

Creek. Lake Ontario. 
East side entrance of Oswego Har- 


Oswego 


Oharlott*^... 


do 


bor, Lake Ontario. 
East side entrance of Charlotte Har- 


Niagara r , ^ 


do 


bor, Lake Ontario. 
East side entrance of Niagara River. 


Buffalo 


do 


Lake Ontario. 
South side entrance of Buffalo Har- 


Erie 


Pennsylvania 

Ohio.. 


bor, Lake Erie. 
North side entrance of Erie Harbor, 


Ashtabula 


Lake Erie. 
West side of Ashtabula Harbor, 


FaJrport T , r . 


do 


Lake Erie. 
West side entrance of Fairport Har- 


Cleveland 


do 


bor, Lake Erie. 
West side entrance of Cleveland 


T^raln .....-, , - 


do 


Harbor, Lake Erie. 
East side entrance of Black River. 


Marblehead 


do 


Lake Erie. 
Point Marblehead. near Quarrv 


Tjonisville. . . . - r - ^ 


Kentucky 


Docks, Lake Erie. 
Falls of the Ohio Rivo-, Louis- 






ville, Ky. 



XVII. Eleventh coast district. Lakes Huron and Superior. In 
charge of a superintendent stationed at Harbor Beach, 
Mich. 



Name of station. 


State. 


Locality. 


T^ftVe Vi«w 'Bftfinh 


Mi>>iiga'i 


5 miles north of Fort Gratiot Light. 


Harbor Beach 


do. 


Inside Harbor Beach Harbor, Lake 


Pointe aux Baroues. . . . 


do 


Huron. 
Near light. Lake Huron. 


Port Austin 


do 


About 2 miles northeast of Port 


Tawas 


do 


Austin and about 2 miles south- 
east of Port Austin Reef Light, 
Lake Huron. 
Near light. Lake Huron. 


Sturgeon Point 


do 


Do. 


Thunder Bay Island . - . 
Middle Island 


do 

do 


West side of island. Lake Huron. 
North end of Middle Island, Lake 






Huron. 



52 



ANNUAL EEPOBT OP THE COAST GUABD. 



Name of station. 


State. 


Locality. 


TTfimmnnd . . . . , 


Michigan 


Hammonds Bay, Lake Huron. 


BoJs Blanc 


do 


About midway east side of island. 


Vermilion , . 


do 


Lake Huron. 
10 miles west of Whitefish Point, 


Crisps 


do 


Lake Superior. 
18 miles west of Whitefish Point, 


Two Heart River 


do 


Lake Superior. 
Near mouth of Two Heart Rivo*. 


Deer Park 


do 


Lake Superior. 
Near moufh of Sucko* River. Lake 


O'and MflTfti? . r 


.... .do.... ......... 


Superior. 
Wesi of harbor entrance. 


Marquette 


do 


Near Ught, Lake Superior. 
Near Ifagle Harbor Light. 


Eagle Harbor 


do 


Portage 


.... .do.... ......... 


Old Portage Lake Ship Canal, f mile 

from north end, on east bank. 
On Minnesota Point, Upper Duluth. 


Duluth 


Minnesota 





XVIII. Twelfth coast district. Lake Michigan. In charge of a 
superintendent stationed at Grand Haven, Mich. 



Name of station. 


State. 


Locality. 


Beaver TRland 


Mi<^hiraTi 


Near light. 

South side of harbor entrance. 


Charlevoix 


do 


North Manitou Island. . 


do 


Near Pickards Wharf. 


South Manitou Island. . 


do 


Nearlieht. 
Near Gleuhaven. 


Sleeping Bear Point 


do 


Point Betsie 


do 


Near light. 

South side entrance of harbor. 


Frankfort 


.... .do. ............ 


MATifstAe . 


do 


North side entrance of harbor. 


Grande Pointe au Sable 


do 


1 mile south of li^^t. 


Ludineton 


do 


North side entrance of harbor. 


Pentwater 


do 


Do. 


White River 


do 


North side entrance of White Lake. 


Muskegon. 


do 


South side entrance of harbor, Port 


Grand Haven 


.:...do 


Sherman. 
North side entrance of harbor. 


Holland 


.... .do. 


In the harbor, south side. 


South Haven. 


do 


North side entrance of harbor. 


Saint Joseph 


do 


In the harbor, north side. 


Michigan city 


TrwHana 


East side entiunce of harbor. 


South Chicago 


Illinois 


North side entrance of Calumet 


Jackson Park 


do 


Harbor. 
About 7 miles S. by E. of Chicago 

River Tiight. 
In the harbor. 


Old Chicago 


.... .do. ............ 


■RvHnstron 


.... .do. ............ 


On the Northwestern University 

grounds. 
In the harbor, on Washington 

Island. 
In the harbor, adjoining light. 
Near entrance of harbor, south side. 
Entrance to harbor, north side. 


Kflmoshft. . . 


Wisconsin. 

.... .do.... ......... 


Racine 


Milwaukee 


do 


Sheboygan 


.... .do. ............ 


Two Rivers 


do 


North side entrance of harbor. 


Kewaunee 


do 


Do. 


Stureeon Bay Canal 


do 


Eastern entrance of canal, north side. 

On easterly side of harbor. 

Near northeast point of island, 2 

miles northwest of Pilot Island 

Light. 


Bailevs Harbor 


do 


Plum Island 


do 







ANNUAL BEPOBT OF THE COAST GUABD. 



53 



XIX. Thirteenth coast district. California, Oregon, Washington, 
and Nome, Alaska. In charge of a superintendent sta- 
tioned at San Francisco, Cal. 



Name of station. 



Nome 

Baaddah Point. 



Grays Harbor.. 
WfllapaBay... 
Elipsan Beach. 



Cape Disappointment. 

Point Adams 

Tillamook Bay 



YaquinaBay.. 
Umpqua Riyer. 

Coos Bay 

Coquille River. 
Humboldt Bay. 

Arena Core 



Point Reyes.. 
Point Bonita. 
Fort Point... 
Golden Gate. 



Southside. 



State. 



Alaska 

Washington. 



.do. 
.do. 



.do. 



do... 

Oregon.. 



re^n 



do.... 

do.... 

do.... 

do.... 

California. 



.do. 

.do. 
.do. 
.do. 
.do. 



.do. 



Locality. 



At Nome.* 

Opposite south end of Waaddah 

Island. Neah Bay, 7 miles east of 

Cape Flattery Light. 
Just south of Grays Harbor Light. 
N»r light-house Boat landing. 
13 miles north of Cape Disappoint- 
ment. 
Bakers Bay, } mUe northeast of 

light. 
I mue southeast of Fort Stevens. 
North side of entrance of Tillamook 

Bay. 
North side of harbor entrance. 
Near entrance of river, north side. 
Coos Bay, north side. 
In town of Bandon. 
Near old light-house tower, north 

side entrance, Humboldt Bay. 
3 miles southeast from Point Arena 

Light. 
3| miles north of light. 
Near Point Bonita LJght. 
9 mile east of light. 
On beach in Golden Gate Park. San 

Francisco, f mile south Point 

Lobos. 
3} miles south of Golden Gate Coast 

Guard Station. 



XX. Coast Guard Academy at Fort Trumbull, Ntw London, 
Conn., for the education and training of cadeta During 
the summer months the Itasca is detailed for the annual 
practice cruise for cadets. 
XXI. Depot at Arundel Cove, South Baltimore, Md. Plant for 
overhauling and repairing vessels on the Atlantic coast 
XXII. Depot at New York City. General storehouse for pur- 
chasing and issuing supplies on the Atlantic coast. 

XXIII. Depot at Grand Haven, Mich. General storehouse for the 

Great Lakes. 

XXIV. Depot at San Francisco, Cal. General storehouse for the 

Pacific coast. 

PERSONNEL. 



The authorized commissioned personnel of the Coast Guard is 255, 
divided into the following grades: 



1 captain commandant. 

6 senior captains. 
31 captains. 
37 first lieutenants. 
42 second lieutenants. 
42 third lieutenants. 

1 engineer in chief. 

6 captains of engineers. 
28 first lieutenants of engineers. 
22 second lieutenants of engineers. 
24 third lieutenants of engineers. 



2 constructors with the rank of first 

lieutenant. 
1 district superintendent with rela- 
tive rank of captain. 

3 district superintendents with rela- 

tive rank of first lieutenant. 

4 district superintendents with rela- 

tive rank of second lieutenant. 

5 district superintendents with rela- 

tive rank of third lieutenant. 



At the Coast Guard Academy, New London, Conn., there were on 
June 30, 1915, 7 cadets of the line and 6 cadet engineers, in all. At 
that time there were 23 vacancies in the commissioned personnel. 



54 ANNUAL BEPOBT OP THE COAST GUABD« 

By law the oflScers of the Coast Guard rank as follows: 

captain commandant, with KS uSI^^iS^i 

Senior captain and engineer in chief, ^Lieutenant colonel. United States Army. 

with .\Oommander, United States Navy. 

Captain and captain of engineers, TMajor, United States Army. 

with and next after .\Lieuteiiaut commander, United States Navy. 

First lieutenant and first lieutenant fCaptain, United States Army. 

of engineers, with and next after__1 Lieutenant (senior) , United States Navy. 



First lieutenant. United States Army. 
Lieutenant (junior). United States Navy. 



Second lieutenant and second lieu- 
tenant of engineers, with and • 
next after 

Third lieutenant and third lieuten- |a«^«„^ it^«4-^«««4. Tr«4i.«^ c94-«4-^« a««,« 

The pay of the commissioned personnel, except for the grade of dis- 
trict superintendent, is fixed by Confess to correspond with the pay 
and allowances of like rank in the Army. Officers are retired upon 
reaching the age of 64 years or upon becoming physically incapaci- 
tated for active service, and may, with the approval of the Secre- 
tary of the Treasury, be retired after 30 years' service. At the 
present time officers reach command rank at about 40 years of age, 
which goes far toward maintaining the efficiency of the service. 

The total authorized complement of warrant officers, petty officers, 
and men is 3,886, their pay being regulated by law. Warrant officers 
are appointed by the Secretary of the Treasury, and hold their 
appointments during good behavior. Petty officers and other men 
are enlisted for periods of one year. Efficiency in the enlisted ranks 
is rewarded by promotion to the several grades of petty officers, and 
the warrant officers are selected from the petty officers as vacancies 
occur. Warrant and i)etty officers receive 10 per cent increase for 
every five years of service, not to exceed 40 per cent in all. Enlisted 
men receive an increase for each three years of continuous service up 
to and including 15 years. Subsistence or an allowance therefor is 
provided by the Government, and enlisted men receive an annual al- 
lowance for uniform clothing. Warrant officers, petty officers, and 
enlisted men are retired under the same conditions as commissibfted 
officers. 

Offenses against discipline are dealt with by means of courts- 
martial, convened by or under the direction of the Secretary of the 
Treasury. These courts are by law organized and the procedure 
conducted substantially in accordance with liaval courts, and the 
jurisdiction of the courts and the punishment to be imposed by them 
are defined by law. 

EQUIPMENT. 

Of prime importance to an organization such as the Coast Guard 
is the materiel with which it is equipped to perform its work. The 
Coast Guard cutters are not, as popularly supposed, of one general 
type, as the very nature and variety of the duties assigned to them 
require that the vessels should be designed with particular reference 
to the work to be accomplished. In addition, they must be of such 
type as will best suit them for cooperation with the Navy in 
accordance with statutory requirements. While the name of " cutter " 
would seem to indicate that such vessels are necessarily fast, it must 



ANNUAL BEPOBT OF THE COAST GUABD. 55 

be borne in mind that the speed of all ships follows natural laws 
as inexorable as the laws of gravity, and that other elements, such 
as steaming radius, seaworthiness, capacity for supplies, etc., must 
necessarily enter into consideration in the design of cutters fully 
as much as speed. Hence it is that the average cruising cutter of 
to-day, while not as swift as might be imagined by those un- 
f amiUar with ship construction, possesses as great speed as is con- 
sistent with other essential qualincations. 

The size and type of vessels of this service have varied with the 
general increase in size and power of merchant and naval vessels 
throughout the world, so we find that the average cutter of to-day 
is practically twice as large as the average vessel of the service 25 
years ago. Believing that a short description of each cutter will be 
of greater value to those interested in the subject than the usual 
technical description arranged in tabulated form, the following are 
presented in alphabetical order: 

CRUISING CUTTERS (24). 

Acushnet, — A seagoing tug; is stationed at Woods Hole, Mass. 
She is a powerful steel vessel of 800 tons displacement and was built 
at Newport News, Va., in 1908. Her general dimensions are 152 
feet long over all, 29 feet beam, and 13 feet 9 inches draft. She has 
water-tube boilers, a triple-expansion engine of 1,000 indicated horse- 
power, and a speed of 12J knots. Fitted with 1-kw. radio set. 
Armed with two 1-pounder semiautomatic guns. 

Algonquin. — A steel steamer 205 feet 6 inches long over all, 32 feet 
beam, 13| feet draft, and has a displacement of 1,181 tons. She 
was constructed at Cleveland, Ohio, in 1898, and intended for service 
on the Great Lakes. She was needed on the Atlantic coast during 
the Spanish War, and it was necessary to cut her in two to allow 
passage through the canals. This vessel has powerful machinery 
which when new was capable of developing 2,400 horsepower, with 
a resultant speed of 16 Imots. This vessel is now undergoing exten- 
sive repairs to both hull and machinery at the Arundel Cove depot, 
which will compel her withdrawal during the greater part of the 
current fiscal year. Her headquarters is San Juan^ P. K., and her 
cruising grounds comprise all the waters in the vicinity of Porto 
Rico. Fitted with 2-kw. radio set. Armed with four rapid-fire 
6-pounder guns. 

Androscoggin. — ^A cutter of 1,600 tons displacement, stationed at 
Portland, Me. She is 210 feet long over all, 35 feet 2 inches beam, 
and Vl\ feet draft. She was constructed at Tompkins Cove, N. Y., 
in 1908, and is of wood throughout, for the reason that during the 
winter season she sometimes has to break through the ice for the 
relief of shipping. The vessel has a very large coal and water 
capacity and is used in extending medical relief to crews of the 
fishing fleets. She has modem machinery capable of developing 
about 1,600 horsepower, and is now in fair condition throughout. 
Her cruising grounds at the present time, while engaged in extending 
medical and surgical aid to the crews of American fishing vessels, 
are on the several fishing banks where thev congregate. Fitted with 
2-kw. radio set. Armed with four rapid-fire 6-pounders. 



56 ANNUAL KEPORT OF THE COAST GUARD. 

Apache. — ^This cutter was built in Baltimore, Md., in 1891, and 
formerly was known as the Galvestoru Originally a twin-screw craft, 
she was in 1905 fitted with new machinery throughout and trans- 
formed to single screw. She is 188 feet long over all, 29 feet beam, 
9 feet 3 inches draft, and displaces 700 tons. The material used in 
her construction is iron. The new machinery is capable of develop- 
ing about 1,200 horsepower, and since being reconstructed she is a 
fairly efficient craft for a vessel now over 24 years old. She has head- 

2uarters at Baltimore, Md., and her cruising grounds consist of 
/hesapeake Bay and its various tributaries. Fitted with 1-kw. radio 
set. Armed with three rapid-fire 3-pounders. 

Bear. — ^This vessel, one of the best known in the Government serv- 
ice, was built at Greenock, Scotland, in 1874, and was originally 
used as an Arctic whaler. In 1883 she was purchased by the United 
States for use on the Greelj^ relief expedition. Having successfully 
fulfilled the object for which she was purchased, she was in 1885 
transferred from the Navy Department to the Revenue-Cutter Serv- 
ice. She is, of course, built very solidly of wood for service in the ice. 
Her length over all is 198 feet, beam 28^ feet, and draft 18 feet 2 
inches, with a displacement of 1,700 tons. She has had frequent 
repairs and been modernized, so that to-day she is in fairly good con- 
dition. Her winter headquarters are at San Diego, Cal., from whence 
she cruises along the southern coast of California. In the summer 
months she makes annual cruises to Alaska and the Arctic Ocean 
as far north as Point Barrow. Her propelling machinery is such as 
to give her a speed of only 8 knots, but she is also a barkentine, rigged 
for full sail power, which is used to assist the steam machinery. 
Fitted with 2-kw. radio set. Armed with three rapid-fire 6-pounders. 
Gresham, — ^A steel vessel, built at Cleveland, Ohio, in 1897. She 
is 205 J feet long, 32 feet beam, and 12^ feet draft, with a displace- 
ment of 1,090 tons. Originally intended for cruising on the Great 
Lakes, the necessities of the Spanish War caused her to be brought to 
the Atlantic coast, where she has since remained. She is fitted with 
steam machinery of 2,500 horsepower, and has attained a maximum 
speed of 17 knots. This craft, now 18 years in service, is in fairly 
good condition, but before long she will need to be thoroughly over- 
hauled and modernized. Her headquarters are at Boston, Mass., 
and her cruising grounds extend from Portsmouth, N. H., to Nan- 
tucket Shoals Lightship. Fitted with 2-kw. radio set. Armed with 
four rapid-fire 6-pounders. 

Itasca, — ^This vessel was formerly the practice ship Bancroft^ built 
for service in connection with the Naval Academy at Annapolis. In 
1906 she was transferred to the then Revenue-Cutter Service, thor- 
oughly overhauled, and fitted with new boilers. She was built of 
steel throughout at Elizabethport, N. J., in 1893, and is now in fairly 
good condition. The principal dimensions are 189J feet long over 
all, 32 feet beam, 13 feet 10 inches draft, with a displacement of 980 
tons. She is fitted with twin screws and is capable of making a 
speed of 14J knots under forced draft. During the summer months 
she makes annual deep-sea cruises for the instruction and training 
of the corps of cadets. In the winter season she is used as a relief 
vessel for any which may be undergoing repairs. Fitted with 2-kw, 
radio set. Armed with four rapid-fire 6-pounders. 



ANNUAL BEPORT OF THE COAST GUARD. 57 

McCuTloch. — Built at Philadelphia in 1897. She is of composite 
construction, 219 feet long over all, 32 feet 6 inches beam, 15 feet 11 
inches draft, with a displacement of 1,400 tons. During the Spanish- 
American War this cutter was employed as a dispatch boat for 
Dewey's squadron at Manila, and she has seen hard and continuous 
service ever since. Eecently new boilers were installed, and as 
many needed repairs to the hull and machinery were made as the 
available funds would permit. A limited storage capacity for oil 
fuel was installed, which has enabled the vessel to be cruised 
very economically. She has headquarters at San Francisco during 
the winter, and during the summer months she is detailed in con- 
nection with the Bering Sea patrol and other duties in Alaskan 
waters. Fitted with 2-kw. radio set. Armed with four rapid-fire 
6-pounders. 

Manmng. — Of the composite type of construction, built at Boston, 
Mass., in 1897. She is 205 feet long over all, 32 feet beam, 13 feet 
9 inches draft, and has a displacement of 1,150 tons. The old boilers 
of this cutter ha^^e recently been replaced with modem water-tube 
boilers, her bunkers and fresh-water capacity greatly enlarged, and 
her main engine cylinders redesigned. The results have been very 
successful, and the vessel is now very efficient as a Bering Sea patrol 
cutter. In the winter the Manning^B headquarters are at Astoria, 
Oreg. ; in the summer she is detailed to the Bering Sea patrol and 
other duties in Alaskan waters. Fitted with 2-kw. radio set. Armed 
with four rapid-fire 6-pounders. 

Miami, — ^Launched at Newport News, Va., in February, 1912. She 
is a steel vessel throughout, 190 feet long over all, 32^ feet beam, 14 
feet 1 inch draft, and has a displacement of 1,180 tons. This vessel 
is modern in every respect and is provided with water-tube boilers 
and a triple-expansion engine of 1,300 indicated horsepower, which 
gives her a speed of 12J knots. She has an unusually large coal and 
water capacity, which will enable her to make long-continued cruises 
in search of derelicts and in the assistance of distressed vessels. The 
Miami is stationed at Key West, Fla. During the past three seasons 
she has been one of the two vessels detailed for ice-patrol duty. Her 
regular cruising grounds are the waters of southern Florida as far 
north as Fernandina and the Gulf of Mexico. Fitted with 2-kw. 
radio set. Armed with three rapid-fire 6-pounders. 

Mohawk. — ^A steel cutter, built at Richmond, Va., in 1902. She is 
205Jt feet long over all, 32 feet beam, and 12 feet 7 inches draft, with 
a displacement of 1,150 tons. This vessel has recently had some re- 
pairs and is now in good condition. She has headquarters at New 
York, and cruises the Atlantic Ocean and tributary waters between 
Gay Head, Mass., and Delaware Breakwater in performing her duties 
of assisting vessels in distress and enforcing the various navigation 
laws. Fitted with 2-kw. radio set. Armed with four rapid-fire 6- 
pounders. 

Morrill. — Constructed of iron at Wilmington, Del., in 1889. She 
is 145 feet 3 inches long over all, 24 feet beam, 9^ feet draft, and has 
a displacement of 420 tons — ^somewhat inadequate for the modern re- 
quirements of a cruising cutter. She has recently been equiped with 
a new boiler and given as thorough an overhauling as is warranted 
for a vessel of her age. ^ Her headquarters are at Detroit, Mich., and 



58 ANNUAL BBPOET OF THE COAST OUABI>. 

she cruises the waters of Lakes Huron, St. Clair, Erie, and Ontario. 
Fitted with 2-kw. radio set. Armed with one rapid-fire 3-pounder. 

OnondagcL — A steel vessel, sister ship of the Algonqmn^ and like 
her, was cut in two during the Spanish- American War and brought 
to the Atlantic coast from Cleveland, Ohio, where she was built in 
1898. She is 205^ feet long over all, 32 feet beam, 13 feet 2 inches 
draft, and displaces 1,190 tons. This vessel has done much hard 
cruising, and although at present in fairly good condition will soon 
need extensive repairs. Her headquarters are at Norfolk, Va., and 
her cruising grounds extend from Great Egg Harbor, N. J., to Cape 
Hatteras, N. C, including the Delaware River and Bay. As many 
marine accidents occur in the waters which she patrols, she is kept 
almost constantly on the move to render assistance to distressed vessels. 
Fitted with 2-kw. radio set. Armed with four rapid-fire 6-pounders. 

Ossipee. — A steel vessel constructed at Newport News, Va., and 
completed in 1915. She is 165 feet, 10 inches long over all, 32 
feet beam, molded, and has a mean draft of 11 feet 6 inches, her dis- 
placement at that draft being 908 tons. She is equipped with a 
triple-expansion engine and water-tube boilers, which developed 1,200 
indicated horsepower on trial and gave a speed of 12J knots. This 
vessel is especiallv constructed for breaking ice in the winter season 
along the New England coast. The bunker and tank capacities of 
this ship are very large for a vessel of her size, which will enable her 
to be used for making long cruises in connection with derelict work. 
She is stationed at Portland, Me., and cruises along the coasts of 
Maine and New Hampshire. She is fitted with a 2-kw. radio set and 
armed with four rapid-fire 6-pounders. 

Pamlico, — Built especially for service in inland waters, and was 
designed for very light draft. Constructed of steel throughout at 
Wilmington, Del., in 1907; she is 158 feet long, 30 feet beam, draws 
5 feet 8 inches, and displaces 450 tons. She is equipped with twin 
screws, and her machinery is of the most modem type. Her general 
condition is first class. The headquarters of the Pamlico are at 
Newbern, N. C, and her cruising district embraces the waters of 
Albemarle and Pamlico Sounds and the Neuse River, where she en- 
forces the navigation laws and renders aid to the large fleet of small 
vessels which are engaged in the fishing, oyster, and transportation 
business. Fitted with 2-kw. radio set. Armed with two rapid-fire 
3-pounders. 

Seminole. — Constructed of steel throughout at Baltimore, Md., in 
1900. She is 188 feet long over all, 29J feet beam, 11 feet 8 inches 
draft, and her displacement is 845 toils. New boilers have just been 
fitted, her coal capacity enlarged, and extensive repairs and improve- 
ments made to her hull, so that she is now in very good condition for 
a vessel of her age. The vessel's headquarters are at Wilmington, 
N. C, from whence she patrols from Cape Hatteras to Charleston, 
S. C. Fitted with 2-kw. radio set. Armed with four rapid-fire 
6-pounders. 

Seneca. — A steel vessel, built at Newport N^ws, Va., in 1908. The 
principal dimensions are: Length over all, 204 feet; beam, 34 feet; 
draft, 17 feet 3 inches; and a displacement of 1,445 tons. She is 
popularly known as the " derelict destroyer," from the fact that she 
IS the only vessel in the world which is used exclusively for the pur- 



I 
I 



ANNUAL BEPOET OF THE COAST GUABD. 59 

pose of destroying floating and sunken derelicts. The act of Con- 
gress approved May 12, 1906, provided that she should be " specially 
fitted for and adapted to service at sea in bad weather, for the pur- 
pose of blowing up or otherwise destroying or towing into port 
wrecks, derelicts, and other floating dangers to navigation." She is, 
therefore, a vessel capable of keeping the seas for long periods in any 
kind of weather, and is provided with all necessary apparatus for 
carrying out the purposes for which she was constructed. She has a 
maximum speed of about 12 J knots and is a thoroughly efficient 
vessel, as attested by the large amount of valuable work which she 
has performed since being commissioned. Her headquarters are at 
New York City, and her activities are limited to certain portions of 
the North Atlantic Ocean to the eastward of the United States. She 
is also authorized, imder special circumstances, in the interest of ship- 
ping, to proceed beyond those limits. For the past three seasons she 
has been detailed lor ice-patrol dutjr in the vicinity of the Grand 
Banks. In the summer months, durmg periods of fair weather, this 
vessel is also, owing to the exigencies of the service, frequently re- 
quired to patrol regatta courses and enforce navigation laws. Fitted 
with 2-kw. radio set. Armed with four rapid-fire 6-pounders. 

SjioJwmiah, — ^This is another vessel which, with the Seneca^ might 
be termed a "special type," The act of April 19, 1906, required 
" that there shall be constructed, for and under the supervision of the 
Coast Guard, a first-class seagoing tug for service in saving life 
and property in the vicinity of the North Pacific coast of the United 
States, which tug shall be equipped with wireless-telegraph appara- 
tus, surfboats, and such other modem life and property saving 
appliances as may be deemed useful in assisting vessels and rescuing 
persons and property from the perils of the sea." The Snohornhh 
IS constructed of steel, 152 feet long over all, 29 feet beam, 15 feet 
5 inches draf tj with a displacement of 880 tons. As required by 
law, she is eqmpped with every device of any practical value in the 
saving of life. Although her headquarters are at Port Angeles, 
Wash., she spends the greater part of the time at Neah Bay, Wash., 
where she is Kept in constant readiness to answer calls for assistance. 
Fitted with 1-kw. radio set. Armed with two 1-pounder semiauto- 
matic guns. 

Tallapoosd. — ^This cutter has just been completed at Newport News, 
Va., and is constructed throughout of steel. She has a length over 
all of 165 feet 10 inches; breadth molded, 32 feet. Her mean draft 
is 11 feet 6 inches, with a displacement at that draft of 912 tons. 
Her triple-expansion engines are capable of developing 1,200 horse- 

Eower, which gives the cutter a speed of 12J knots. She is fitted for 
uming oil fuel exclusively, and her large tank capacity for both 
oil and water give her an extraordinarily large steaming radius. 
This will enable her to make long-continued cruises in the waters 
of the Gulf of Mexico for the purpose of locating and destroying 
derelicts. She is stationed at Mobile, Ala., and her cruising waters 
will be the Gulf of Mexico. She is fitted with a 2-kw. radio set and 
armed with four rapid-fire 6-pounders. 

Thetis. — ^This craft was originally a Dundee whaler, and was 
bought by the United States Navy for duty in connection with the 
Greeley relief expedition. In 1900 she was transferred to the Coast 

4943*'— 15 5 



60 ANNUAL REPORT OF THE COAST GUARD. 

Guard for duty in Alaskan and Arctic waters. She was built of 
wooNd in 1881, is 188^ feet long over all, 29 feet beam, and draws 17 
feet 10 inches, with a displacement of 1,250 tons. The vessel now 
bein^ over 84 years old, has outlived her usefulness, as it would cost 
considerable to put her hull and machinery in first-class condition. 
Owing to her poor condition she was not sent to Alaskan wateis 
during the past two seasons. She is stationed at Honolulu, Hawaii, 
where she patrols not alone the Hawaiian ^oup, but makes periodi- 
cal trips to the Lysiansky and other outlymg islands, in connection 
with the protection of the bird reservations. Fitted with 2-kw. radio 
set. Armed with three rapid-fire 3-pounders. 

TvscaroTo. — A steel vessel built at Richmond, Va., in 1902. Her 
principal dimensions are 178 feet over all, 30 feet beam, 10 feet 11 
inches draft, with a displacement of 740 tons. Although 18 years 
old, this vessel, her machinery, and equipment are in fair condition. 
She is stationed at Milwaukee, Wis., from whence she cruises the 
waters of Lakes Michigan and Superior. Fitted with 1-kw. radio 
set. Armed with one rapid-fire 3-pounder. 

Unalgcu — ^A sister ship to the Micmd^ built of steel and launched 
at Newport News, Va., February, 1912. She is of steel construction, 
190 feet long, 32^ feet beam, 14 feet 1 inch draft, and a displacement 
of 1,180 tons. She is provided with a triple-expansion engine and 
water-tube boilers capable of developing 1,300 indicated horsepower, 
which gives a speed of 12j^ knots. The bunker and tank capacity of 
this ship are unusually large for a vessel of this class, which enables 
her to make long-continued cruises in Alaskan waters. She is sta- 
tioned at Seattle, Wash., and in the winter season she cruises in the 
waters of Puget Sound and vicinity. Fitted with 2-kw. radio set. 
Armed with three rapid-fire 6-pounders. 

Windom. — ^A twin-screw, steel vessel, built at Dubuque, Iowa, in 
1896. Her length over all is 170 feet 8 inches; beam, 27 feet; draft, 
9^ feet, with a displacement of 670 tons. The vessel is now at the 
service depot, Arundel Cove, Md., receiving extensive alterations 
and repairs. Her headquarters are at Galveston, Tex., and her cruis- 
ing district extends from New Orleans, La., to the mouth of the 
Eio Grande. Fitted with 2-kw. radio set. Armed with three rapid- 
fire 3-poimders. 

Yamaoraw. — ^A steel cutter, built at Camden, N. J., in 1909. The 
principal dimensions are 191 feet 8 inches length over all, 32^ 
feet beam, 13 feet draft, and has a displacement of 1,080 tons. This 
vessel is in first-class condition, and owing to her large bunker and 
tank capacity is capable of making long voyages in search of dere- 
licts or for the relief of distressed vessels. Her headquarters are at 
Savannah, Ga., from which she patrols that portion of the South 
Atlantic coast extending from Cape Lookout, N. C, to Femandina, 
Fla. Fitted with 2-kw. radio set. Armed with four rapid-fire 6- 
poimders. 

HARBOR CUTTERS AND LAUNCHES (18). 

Alert. — ^A small wooden launch 61^ feet long over all, built at 
Mobile, Ala., in 1907. A new boiler has recently been fitted and the 
launch is in good condition. She is employed principally in board- 
ing incoming foreign vessels for the customs service, and in enforcing 
navigation laws in Mobile Harbor. 



ANNUAL BEPOET OF THE COAST GUABD. 61 

Arcatd. — A wooden tug, 85 feet long over all, 17 feet beam, and. 

10 feet 4 inches draft, with a displacement of 140 tons. She has re- 
cently been provided with a new boiler fitted for burning oil. She 
was built at San Francisco in 1903, and is now in good condition. 
She is stationed at Port Townsend, Wash., and her cruising grounds 
are confined to Puget Sound. 

CaluTJfiet. — ^A harbor boat, built of steel throughout at Buffalo, 
N. Y., in 1894. She is 94^ feet long over all, 20^ feet beam, and 9 
feet deep, with a displacement of 1 <0 tons. She has recently been 
fitted with a new boiler designed to use oil fuel, and is now in fairly 
good condition. Her headquarters are at New York City, and she 
IS employed principally in boarding incoming vessels in connection 
with the customs service. 

Davey, — ^This harbor vessel was built of steel throughout at Wil- 
mington, Del., in 1908. She is 92^ feet long over all, 19 feet beam, 

11 feet 2 inches draft, and displaces 180 tons. She is in good condi- 
tion (with the exception of her boiler, which is worn out) and em- 
ployed for boarding incoming vessels at New Orleans, La., in con- 
nection with the customs service, and for enforcing the navigation 
laws in the lower Mississippi Eiver. 

Golden Gate. — ^A harbor vessel built of steel throughout, at Seattle, 
Wash., in 1896. She is 110 feet long over all, 20^ feet beam, 9 feet 
10 inches draft, with a displacement of 240 tons. In 1910 a new 
boiler with oil-fuel-burning apparatus was installed, and she is now 
in fairly good condition. She is employed for boarding purposes in 
connection with the customs service at San Francisco Harbor, and 
for general coast-guard purposes in San Francisco Bay and its 
tributaries. 

Guard. — ^A small harbor craft 67^ feet long, completed in 1914, 
at the Mare Island Navy Yard. She is fitted with latest type of 
machinery, and is an oil-fuel burner. Her headquarters are at Fri- 
day Harbor, Wash., and she cruises in the upper part of Puget Sound 
for the purpose of preventing Chinese and opium smuggling and 
for the enforcement of the navigation laws. 

Guide, — This is a motor boat built at Bayonne, N. J., in 1907. She 
is 70 feet long over all, 13 feet beam, with a draft of 4^ feet. She is 
equipped with twin screws operated by two gasoline engines of 60 
horsepower each, and is in fair condition. Her duties are confined 
to enforcing the anchorage, motor-boat, and navigation laws in New 
York Harbor and vicinity^ 

Guthrie. — ^A steel harbor vessel, constructed at Baltimore, Md., in 
1895. She is 88 feet long over all, 17 feet beam, 9 feet draft, with a 
displacement of 150 tons. Although 20 years old, this vessel is in 
fairly good condition, and needs only current repairs to keep her 
efficient for the duties performed, whicn consist of boarding incoming 
vessels for the customs authorities at Baltimore, Md., and the enforce- 
ment of the motor-boat and navigation laws in that vicinity. 

Hartley. — A small wooden harbor vessel built at San Francisco, 
Cal., in 1875. She is 64^ feet long, 11 feet beam, ^ feet draft, with a 
displacement of 65 tons. She is now 40 years old, her machinery is 
obsolete, and she is scarcely capable of performing her duties as night 
boat in connection with the customs service at San Francisco. 

Hudson. — This harbor vessel was built of iron throughout at Cam- 
den, N. J,, in 1893. She is 96J feet long, 20 feet beam, 9 feet draft, 



62 ANNUAL BEPOBT OF THE COAST GTTABD. 

and has a displacement of 180 tons. A new boiler has been installed 
and the vessel is in fairly good condition. She is stationed at New 
York City, where her principal duties are in connection with the 
customs service at that port. 

Mackinac. — A vessel of the harbor type, constructed of steel 
throughout at Baltimore, Md., in 1903. She is 110 feet long over all, 
20| feet beam, 10^ feet draft, and has a displacement of 240 tons. 
She is in good condition, and is employed in regulating the passage 
of the vast fleet of vessels through the approaches to the Sault Ste. 
Marie Canal and locks which connect Lakes Huron and Superior. 
She also enforces navigation and motor-boat laws in that vicinity. 

Manhattan. — This is one of the oldest vessels in the service and was 
constructed at Chester, Pa., in 1873, of iron. She is 102 feet long, 
20 feet 5 inches beam, 8J feet draft, and has a displacement of 145 
tons. The machinery of this vessel is of an antiquated type and in- 
efficient ; the hull is in bad condition, and a new vessel is most urgently 
needed for the performance of these duties, which consist principaUy 
of enforcing the anchorage regulations in the port of New York. 

Penrose. — ^A small wooden launch, 67 feet long, built at Bentley 
Manor, N. Y., in 1883. She is equipped with a water-tube boiler and 
compound engine, and on account of her long service is at present 
in but fair condition. She is stationed at Pensacola, Fla., where her 
duties are boarding incoming foreign vessels in connection with the 
customs service and enforcing the motor-boat and navigation laws 
in the harbor. 

Scout. — ^This is a wooden launch, built originally for the Customs 
Service in 1898, which has been this year transferred to the Coast 
Guard. She is 61 feet 6 inches long, 13 feet beam, and has a draft of 
5 feet 6 inches and a displacement of 40 tons. Her old steam ma- 
chinery has been removed and replaced by a 50-horsepower gasoline 
engine. The launch is stationed at Seattle, Wash., and is employed 
in Doarding duty and enforcing the customs and navigation laws on 
Puget Sound. 

Vigilant. — ^A small 45-foot motor-driven launch, built in 1910 at 
Bay City, Mich. She is actively employed during the season of 
navigation in patrolling and enforcing the laws relative to the pas- 
sage of vessels through the canal at Sault Ste. Marie, Mich. 

Winnisimmet.—A harbor vessel built at Baltimore, Md., in 1903. 
She is of steel, and her principal dimensions are 96* feet long, 20^ 
feet beam, 9 feet 1 inch draft, with a displacement of 180 tons. The 
vessel is in fair condition and efficiently performs the duties of board- 
ing incoming foreign vessels at Boston, Mass., and enforcing the 
motor-boat laws in that harbor. 

Wissahickon. — ^A harbor vessel built at Baltimore, Md., in 1904. 
She is of steel throughout ; is 96^ feet long, 20| feet beam, 9 feet 5 
inches draft, and displaces 195 tons. She is in fair condition, and 
performs the work of boarding incoming foreign vessels and enforc- 
ing the navigation laws at the port of Philadelphia, Pa. 

STATION SHIP (1). 

Colfax.— This is a vessel worn out for cruising purposes, now used 
at the service depot, Arundel Cove, Md., as a station ship. She was 



AKNUAL BEFOBT OP THE COAST GUABD. 63 

formerly a side-wheeler, but the machinery has been removed and 
additional living quarters provided, in order to house the crews of 
cutters undergoing repairs. Her over-all dimensions are 179 feet 5 
inches long, 25 feet beam, and draft 10 feet, with a displacement of 
486 tons. 

THE COAST GUARD FLAG. 

The distinctive flag flown from the foremast on all Coast Guard 
cutters causes many inquiries as to its origin, and the following sketch 
of the history of this flag will therefore be of interest. 

Nine years after the establishment of the Revenue-Cutter Service, 
the forebear of the existing Coast Guard, Congress, in the act of 
March 2, 1799, provided that— 

The cutters and boats employed in the service of the revenue shall be dis- 
tinguished from other vessels by an ensign and pennant, with such marks 
thereon as shall be prescribed by the President. If any vessel or boat, not 
employed in the service of the revenue, shall, within the jurisdiction of the 
United States, carry or hoist any pennant or ensign prescribed for vessels in 
such service, the master of the vessel so offending shall be liable to a penalty 
of one hundred doUars. 

Under date of August 1, 1799, the Secretary of the Treasury, Oliver 
Wolcott, issued an order announcing that in pursuance of authority 
from the President the distinguishing ensign and pennant should 
consist of " sixteen perpendicular stripes, alternate red and white, the 
Union of the Ensign to be the Arms of the United States in dark 
Blue on a White Field." 

This picturesque flag, with its vertical stripes, now so familiar in 
American waters, was arranged with historical detail, inasmuch as in 
the union of the flag there are 13 stars, 13 leaves to the oliA^e branch, 
13 arrows, and 13 bars to the shield, all corresponding to the original 
number of States constituting the Union at the time of the founding 
of the Republic. The 16 vertical stripes in the body of the flag 
are symbolical of the number of States composing the Union when 
this na^ was officially adopted. 

Originally intended to be flown only on revenue cutters and boats 
connected with the Customs Service, in the passage of time there 
grew up a practice of flying this distinctive flag from certain custom- 
houses, and finally, by direction of the Secretary of the Treasury, in 
1874, it was flown from all customhouses. From then until 1910 it 
was displayed indiscriminately on customhouses, customs boats, and 
revenue cutters. 

In order, therefore, that this distinctive ensign, the sign of author- 
ity of a cutter, should be used for no other purpose as originally con- 
templated. President Taft issued the following Executive order on 
June 7, 1910 : ^ 

By virtue of the authority vested in me under the provisions of section 2764 
of the Revised Statutes, I hereby prescribe that the distinguishing flag now 
used by vessels of the Revenue-Cutter Service be marked by the distinctive 
emblem of that service, in blue and white, placed on a line with the lower edge 
of the union, and over the center of the seventh vertical red stripe from the 
mast of said flag, the emblem to cover a horizontal space of three stripes. This 
change to be made as soon as practicable. 

Upon the establishment of the Coast Guard, which absorbed the 
duties of the Revenue-Cutter Service, the ensign described above 



64 ANNUAL BEPORT OP THE COAST GUABB. 

became the distinctive flag of Coast Guard cutters, which if flown 
from any other vessel or boat within the jurisdiction of the United 
States will subject the offender to the penalty of the law. 

STATIONS. 

The equipment of Coast Guard stations consists of the beach ap- 
paratus — ^line-projecting guns, hawsers, breeches buoys, etc. — flag 
and pyrotechnic ^gnals, heaving sticks and lin^, Ufe preservers, Ufe 
cars, and lifeboats, surfboats, and other types of boats. 

The outfits are practically the same at all the stations, but the boats 
are of various types, depending upon their suitability for rescue 
work on the different coasts. The lifeboats are too heavy to be 
launched from the beach into the surf, and launching ways are pro- 
vided and located for them where comparatively smooth water pre- 
vails — on rivers, bays, and inlets. The surfboats are launched mto 
the surf without the aid of laimching ways. 

The boat equipment of the Coast Guard stations is indicated in the 
following tables^ which are preceded by a statement of dimensions, 
etc., of the principal types of boats used in life-saving operations. 

The 36- foot power lifeboat is nearly 9 feet abeam, 4 feet 3 inches in 
depth, has 6 thwarts, and is equipped with a 35-horsepower gasoline 
engine, which is installed in the after water-tight compartment. It 
possesses self-righting and self -bailing qualities, which are effected 
Dy means of air chancers and bulkheads and a heavy gun-metal keel. 

The 34-foot power lifeboat has a width of 8 feet 4 inches and is 
3J feet in depth. It has 5 thwarts. Boats of this type were orig- 
inally propelled by sails and oars. Twenty-five horsepower gasoline 
engines have been installed in them, without materially affecting the 
self bailing and righting qualities. This boat is being superseded by 
the 36-foot power lifeboat. 

Dobbins lifeboats are from 28 to 32 feet in leng^ih, 7 to 8 feet in 
width, and about 3 feet in depth. The self bailing and righting 
qualities are possessed by these boats. 

The Beebe-McLellan and Beebe surfboats, with and without en- 
gine power, have the same lines and are of practically the same 
dimensions — ^length, 26 feet; width, 7 feet; depth, 2 feet 6 inches. 
All are clinker built. 

The Beebe-McLellan boats possess the self-bailing feature, and the 
power surfboat of this name is equipped with a 12-horsepower hori- 
zontal gasoline motor, set amidship. 

The Beebe open power surfboat is propelled by an 8-horsepower 
vertical engine, placed in the center of the boat. 

Other surfboats used at the stations are the Excelsior, Race Point, 
and Jersey types of boats. These have been preferred in some locali- 
ties and are peculiarly fitted for work on certain shores. 

To the extent permitted by the very limited appropriations avail- 
able for the purpose the stations have telephone connection witii one 
another through service lines or the local exchanges. 



aknual bepobt op the coast GUABD. 
Boat egnipvtent of Coaat Quard utattont. 

ATLANTIC AND OULF COASTS. 





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ANNUAL BEFOBT OF THB COAST aUASD. 
Boat equipment of Ooatt. Ovard ttationa — CMitinaed. 

ATLANTIC AND OULF COASTe-CoQliinied. 



Hunpton Beach, N. H... 

Huvey Cedars, N.J 

HatMns Inlet, N.C 

Herstord Inlet, N. J 

nigh Head, Uass 

UifhlaDd, Uasa 

Hlthor Plain, N.y 

Hob Island, Va 

Holly Beadi, N. J 

Hunnivella Beach, Us... 
Indian Rlv«t Inlet, Dd. . 
Indian River Inlet, Fla.' . 

Island Beicb, N.J 

IsleofWlcbt.Hd 

Isles olShoals, Ue 

Jones Beach, K. Y 

Kill Devil Hnis.N.C... 

Kitty Hawi, N. C 

Lflwes.Del... 

Little Beach, N.) 

Little Era:, N.I 

LitUelaaid.Va 

Little Elnnakeet, N. C. . 

LoneBm,N.Y 

Long Beach, N. Y 

LongBeach.N. J 

LonE Branch, N. J 

Loveladies Island , N. J .. . 

Maddaket.Uasa 

Uanomet Point, if ass 

Uantolokfne, N. J 

Mbcox.NTy. 

MetamIdD Inlet, Va 

jfonmouth Beach, N.J. . 

Uonomoy, Uas3 

Monomoy Pofat, Mass. . . 

Moriches, N.Y 

Mosquito Lagoon, Fla,> . . 

MiiBEeget, llass 

NagsHead.N.C 

N^antfUas....... 

Napeagoo, N. Y 

Narra^naett Plar, R. I . , 

Nauset, Mass 

Newburyport, Mass 

New Inlet. N.C 

NegrShn-diam, R. 1 

North Beach, Ud 

Nortb Sdtuate, Mass 

Oak Island, N. Y 

Oak Island, N. C 

Ocean Cltj,N.I 

Ocean Clty.Md 

Ocraeoke,«. C 

Old Harbor, Mass 

Oregon Inlet, N. C 



ASBTTAI, BEPOBT OF THE COAST GtTABD. 
Boat eguipment of Coast Ouard stations — OontlDaed. 

ATLANTIC AND OULF COASTS— Con tlnasd. 



Orleans, Uosi 

Panut RlTcr, Uua 

Pammoce Beach, Va. . . 
Paul Oamlals Bill, N. C, 

Pea laland, N. C 

Peeked HOI Ban, Hasa . 

Ptoka Beach, N. ; 

Pennevs HO^ N. C 

Plum Idand. Has 

Point Allotmi, Mass ... . 

Pohit Judith, B. 1 

Point Lookout,N.Y.... 
Fofait«IW(K>d9,N.Y... 

Popra Island, Vft. 

Potamoath, M. C 

Portsmouth Harbor, He 

Potinik,N.Y 

Pojnws Elll, N. C 

Quoddv Head, He 

Qnogue,N.Y. 

Quonochonlaug, B. 1... 

RacePolat.Uasa 

Seboboth Efsch, Del... 

HOCtolwar, N. Y. 

Bockairay Potat, K. Y. 

Bocty PointTN. Y 

Eye Beach, N.H 

Sabine Pass, Tei 

ealbburv Beach, Uass.. 

SalurfaLTei 

SuidyHoot, N. J 

Swidy Point, R. I 

San Lob, Tex 

Santa Rosa. Fla. 

SeabTbht,K.J 

Shark Rln«, N. I , 

Shlmiecock, N. Y 

Ship Bottom, N. J 

Sbcrt Beach, N. Y 

Smith Island, Pa. . 

Smlthi Point, N. Y 

~ ■" npton.N.Y 

_ lifnntbie, N. J. 

maoea Cove, N. J. 

ig bake. N.J 

oBnoh,N.j 

»„^B>rba,N.J 

atrattuDouth, Uass 

SnlUrana Island, S. C... 

8iirMde.MaB8 

TlBUka.Y. 

T^ilUTer.N.J 

Tomisead Inlet, N. I . . 
TwDlIII*B(acb,N.J.. 

V<ilaaco,Tax 

^%lbita Btadi. Va 

TTadiuireanie, Va 

WtIll»Buas,N.H.... 

WaDoH Beach, Va 

Wash Woods, N.C 

Watch Hill, R.I 

While Head, Me 

Wood End, Mass 

Zaohs Inlet, N. Y 



ANNUAL BBPOEr OF THE COAST GUASD. 
Boat equiptnent of Coast Guard statiotu — Contlaned. 

COAST OF THB GREAT LAKES. 



issgarls.;:;;::; 


2 







1 
11 


2 
10 
2 

11 

13 

10 

la 
11 

13 
12 


...... 



















....:. 


i 




I 








1 










1 
















::i 







1 










1 
























1 


i 












1 


























1 
















1 








1 






12 






1 




K^feyi^;::::::: 


....'. 


I 














1 
















^ 


























1 


















aranda FolnM au Sable, 




I 










1 








1 












1 

















1 










i 






1 








1 






























} 




1 


















1 






































1 












1 








* 








1 












■■■■■■ 


\ 








































1 










} 


















1 






























» 














1 
























4 


































...... 


} 


} 




1 


1 












1 
















1 






'1 
















1 
















....!. 




















































1 








» 




1 








1 














ES i 




















1 


















I 


















1 


















i 






1 












sturgeon Pofct, Mick. . . .'. 


3 














1 








1 






















RriafefK'^: 


1 




















1 


















1 




1 


















i 

















































> Power l«e boats. 



ANNUAL BBPOET OF THE COAST GUAIU>. 



69 



Boat equipment of Coast Qaard stations — Continued. 

PACIFIC COAST. 





Dis- 
trict 
No. 

13 
13 
13 
13 
13 
13 
13 
13 
13 
13 
13 
13 
13 
13 
13 
13 
13 
13 
13 


Power boats. 


Without engine power. 




Name of staticm. 


Lifeboats. 


Beebe- 

McLel- 
!an surf- 
boats. 


Dob- 
bins 
lif(^ 
boats. 


Surfboats. 


Misoel- 

laneous 

dinr 




34-foot. 


36-foot. 


Beebe- 

McLel- 

lan. 


Mono- 
moy. 


Other. 


ifories. 


Arena Cover, Cal 






1 


1 


1 
1 

i' 

2 

1 

i' 

1 

1 

2 
2 

2" 

2 

1 
2 

1 


1 

1 

} 






Baaddah Pomt, Wash. 


i' 


1 
2 






Cape Disappointment, Wash. . 
Coos Bay, Oreg 




1 
1 
1 
1 
2 
1 








1 


CoquJUe River, Oreg 


1 
1 


i' 




Fort Point, Cal 


1 
1 
1 
1 




1 


Golden Gate, Cal 




Grays Harbor, Wash 




1 

1 




1 
1 




Humboldt Bay , Cal 




Elipsan Beach, Wash 




1 




Nome, Alaska.' 














Point Adams. Orecr 


i" 


1 
1 




1 

1 

1 
1 
1 
1 








Point Bonita, Cal 


1 




1 


Point Reyes, Cal 




Soutbside , Cal 








1 
1 






Tillamook Bay, Oreg 


1 








1 


Umpqua River, Oreg 




1 




Willapa Bay , wash 


1 


1 
1 


• 




1 


Yaqmna Bay. Oree. . . . 




1 


2 













At Coast Guard stations a fixed beat or patrol is laid out in each 
direction along the shore, varying according to the conformation of 
the coast with respect to inlets, headlands, etc., from one-half to 2, 3, 
and 4 miles in length. 

The station crew is divided into regular watches of two men each, 
and during the hours from sunset to sunrise patrol these beats, keep- 
iujg a sharp lookout seaward at all times. The usual schedule is: 
First watch, sunset to 8 p. m.; second watch, 8 p. m. to midnight; 
third watch, midnight to 4 a. m. ; and fourth watch, 4 a. m. to sunrise. 

At sunset the first man starts out on patrol in the same direction 
from all stations in a district, so far as practicable. While the patrol- 
man is out his watch mate takes the station watch, which is kept in 
the tower or on the beach abreast the station, as conditions may re- 
quire. If the station is connected with the service telephone line the 
station watch makes it his business to be within hearing distance of 
the bell at regular intervals. In addition to keeping a watch seaward, 
he is on the lookout for signals from the patrolman. Upon the re- 
turn of the first patrol, he takes the station watch, and the other man 
patrols in the opposite direction. At the proper time the man on 
station watch calls out the next two men, who must be dressed and 
ready for duty before the first two turn in. 

This routine is varied to meet local conditions. In harbors and 
seaports fixed lookouts are usually maintained instead of a beach 
patrol. 

Positive evidence of the integrity of the patrol and watch is re- 
quired. Where stations are sufficiently close to one another to permit 
the entire distance between them to be patrolled, a half-way point 
is established. At this point each patrolman must deposit a brass 
check bearing the name of the station and his number in the crew. 



70 ANNUAL BEPOET OF THE COAST GUAED. 

This is taken up on the next visit by the patrohnan from the adja- 
cent station, who in turn leaves his checks The first patrohnan at 
night returns all checks of the previous night. Where the patrols 
do not connect, the patrolman carries a watchman's clock or time 
detector in which there is q, dial that can be marked only by means 
of a key which registers on the dial the exact time of marking. This 
key is secured in a safe imbedded in a post at the limit of the patrol, 
and the patrolman must reach that pomt in of der to obtain the key 
with which to register his arrival. 

Where practicable, telephones are located in half-way houses or at 
the end oi the patrols, in which case the patrloman also reports to his 
station by that means. 

Each patrolman carries a number of red Coston signals, with 
which to warn a vessel standing too close inshore or to notify a vessel 
in distress that he has gone to summon assistance. 

The same system of patrols is kept up in thick and foggy weather. 

It should be stated that the beach patrol is an institution of dis- 
tinctly American origin. It was devised by the former Life-Saving 
Service and inaugurated in that service in the early seventies. 



PERIODS OF EMPLOYMENT OF SURFMEN 

1915 



71 



PERIODS OF EMPLOYMENT OF SDRFMEN. 



The following statement shows the periods during which the sta- 
tions were manned (termed the active season) and the number of 
surfmen authorized at each station. Keepers are on duty at the 
stations throughout the year. 



J3 



Stations. 



Periods of employment (all dates Inclusive). 



3 



6 



Qiioddv Head, Cranberry Islands, Hunniwells 
Beach, Cai>e Elizabeth, Fletchers Neck, 
Wallis S%nds, Rye Beach, and Hampton 
Beach. 

Burnt Island and Damiscove Island 

White Head and Portsmouth Harbor 

Cross Island and Great Wass Island 

Isles of Shoals 

Salisbury Beach, Newburyx>ort, Plum Island, 
Straitsmouth, Nahant, North Scituate, 
Fourth Clifl, Brant Rock, Gurnet, Manomet 
Point, Race Point, Peaked Hill Bars, High 
Head, H^hland, Pamet Rivw, Cahoons 
Hollow, Nauset, Orleans, Old Harbor, 
Surfside, Maddaket, Muskeget and Gay 
Head. 

Point Allerton ^ 



Gloucester, Wood End, Chatham, Coskata, 
and Cuttyhunk. 



Monomoy. 



Monomoy Point. 



City Point. 



Narragansett Pier, Point Judith, Green Hill, 
Quonochontaug, Sandv Point, New Shore- 
ham, and Block Island. 

Bronton Point, Watch Hill, and Fisheis Island 



Ditch Plain, Hither Plain, Nepeague, Ama- 
gemsett, Geor^ica, Mecox, Souuiampton, 
Shinnecock, Tiana, Quoeue, Potunk, Mor^ 
ches, Forge River, Smiths Point, Bellport, 
Blue Point, Lone Hill, Point of Woods, Fire 
Island, Oak Island, Gilgo, Jones Beach, 
Zachs Inlet, Short Beach, Point Lookout, 
Long Beach, Rockaway, Kockaway Point, 
Eatons Neck, and Rocky Point. 

Spermaceti Cove, Seabright, Long Branch, 
l)eal. Shark River, Spring Lake, Squan 
Beach, Bayhead, Mantbloking, Chadwick, 
Toms River, Island Beach, Cedar Creek, 
Forked River, Loveladies Island, Harvey 
Cedars, Ship Bottom, Long Beach, Bonds, 
Little Egg, Little Beach, Brigantine, South 
Bri^oitine, Absecon, Great Egg, Ocean 
City, Pecks Beach, Corson Inlet, Sea Isle 
City, Townsend Inlet, Avalon, Stone Har> 
bor, Hereford Inlet, Holly Beach, Two Mile 
Beach, Cold Spring, and Cape l£ay. 

Monmouth Beach and Bam^gat 

Sandy Hook 

Atlantic City 



6 surfmen from Aug. 1, 1914, to May 31, 1915, and 1 
additional surfman from Oct. I, 1914, to May 31, 
1915. 

6 surfmen from Aug. 1, 1914, to May 31, 1915, and 1 
additional surfmen from Oct. 1, 1914, to May 31, 
1915. 

7 surfmen from Aug. 1, 1914, to May 31, 1915. 

7 surfmen from Aug. 1, 1914, to May 31, 1915, and 1 
additional surfman from Oct 1, 1914, to May 31, 
1915. 

8 surfmen from Aug. 1, 1914, to May 31, 1915. 

6 surfmen from Aug. 1, 1914, to MTay 31, 1915, and 1 
additional surfman from Oct. 1, 1914, to May 31, 
1915. 



6 surfmen from Aug. 1 to 31, 1914, 7 surfmen from 
Sept. 1, 1914, to May 31, 1915, and 1 additional surf- 
man from Oct. 1, 1914, to May 31, 1915. 

7 surfmen from Aug. 1, 1914, to May 31, 1915, and 1 
additional surfman from Oct. 1, 1914, to May 31, 
1915. 

7 surfmen from Aug. 1, to Oct. 4, 1914, 8 surfmen from 
Oct. 5, 1914, to May 31, 1915, and 1 additional surf- 
man from Oct. 1, 1914, to May 31, 1915. 

9 surfmen from Aug. 1, to Oct. 4, 1914, 8 surfmen from 
Oct. 5, 1914, to May 31, 1915, and 1 additional surf- 
man from Oct. 1, 1914, to May 31, 1915. 

9 surfmen from July 1 to Nov. 30, 1914, and from Apr. 
1 to June 30, 1915. 

6 surfmen from Aug. 1, 1914. to May 31, 1915, and 1 
additional surfman from Oct. 1, 1914, to May 31, 
1915. 

7 surfmen from Aug. 1, 1914. to May 31, 1915. and 1 
additional surfman from Oct. 1, 1914, to May 31, 
1915. 

6 surfmen from Aug. 1, 1914, to May 31, 191& and 1 
additional surfman from Oct. 1, 1914, to May 31, 
1915. 



6 surfmen from Aug. 1, 1914, to May 31, 1915 and 1 
additional surfman from Oct. 1, 1914, to May 31, 
1915. 



7 surfmen from Aug. 1, 1914, to May 31 , 1915. 

8 surfmen from Aug. 1, 1914, to May 31, 1915. 

9 surfmen from Aug. 1, 1914, to May 31, 1915. 

73 



74 



ANNUAL BBPORT OF THE COAST GUABD. 






18 
9 

10 



11 



12 



Stations. 



Cape Henlqpen, Rehoboth Beach, Indian 
Kiver Inlet, Bethany Beach, Fenwick 
Island, Isle of Wight, North Beach, Green 
Run Inlet, Wallops Beach, Metomldn Inlet, 
and Parramoer Beach. 

Lewes, Ocean City, Assateague Beach, Wacha- 

Ereague, Hog Island, Cobb Island, and Smith 
Hand. 
Popes Island 



Dam Neck Mills, Little Island. Waab Woods, 
Currituck Beach. Foyners Hill, Cafle3rs In- 
let, Paul Gamiels Hill. Kitty Hawk, Kill 
Devil Hills. Nags Head. Bodie Island, Ore- 

Son Inlet, Pea Island, Cnicamacomioo, Qull 
hoal. Little Kinnakeet. Big Elinnakeet, 
Durants, Ocraooke, and Bogue Inlet. 

New Inlet and Fort Macon 

Hatteras Inlet 



Cape Henry, Virginia Beach, False Cape, Pen- 
neys Hill, Cape Hatteras, Creeds Hill, Ports- 
mouth, Core Bank, Cape Lookout, Cape 
Fear, and Oak Island. 

Sulliyans Island 



Santa Rosa, Sabine Pass, Velasoo, Aransas, 
and Brazos. 

Oalveston, San LuJs, and Saluria 

Big Sandy and Niagara 



Oswego and Charlotte. 

Buffalo 

Erie 

Ashtabula 

Fairport and Lorain. . 

Cleveland 

Marblehead 



LouisvilleS 

Lake View Beach. 



Harbor Beach. 



Pointe aux Barques, Port Austin, Tawas, and 

Sturgeon Point. 
Thunder Bay Island 



Middle Island. 

Hammond 

Bois Blanc. . . . 



Vermilion, Crisps, Two Heart River, and Deer 

Park. 
Grand Marais 



Marquette 

Eagle Harbor. 

Portage 

Duluth 



Periods of emplojrment (all dates inclusive). 



6 surftaien from Aug. 1, 1914. to May 31, 1915, and 1 
additional surfman from Oct. 1, 1914, to May 31, 
1915. 



7 surftnen from Aug. 1, 1914, to May 31, 1915. 

7 surftaien from Aug. 1, 1914, to May 31, 1915, and 1 

additional surfhum from Oct. 1, 1914, to May 31, 

1915. 
6 surfmen from Aug. 1, 1914. to May 81, 1915, and 1 

additional surfman from Oct. 1, 1914, to May 31. 

1915. 



7 surftaien from Aug. 1, 1914, to May 31, 1915. 

7 surfmen from Aug. 1 to 20, 1914, and 8 surfmen from 
Au£. 21, 1914, toMay 31, 1915. 

8 surnnen from Aug. 1, 1914, to May 31, 1915. 



6 surftnen tiom Aug. 1, to Dec. 31, 1914, and 8 surfmen 
from Jan. 1, to May 31, 1915. 

6 surfmen from Aug. 1, 1914, to May 31, 1915. 

7 surfmen from Aug. 1, 1914, to May 31, 1915. 

7 surfmen from July 1 to Dec. 12, 1914, and from Apr. 1 
to June 30, 1915. 

8 surfmen from July 1 to Dec 12, 1914, and from Apr. 1 
to June 30, 1915. 

8 surfmen from July 1 to Dec. 18, 1914, and from Apr. 

20 to June 30, 1915. 
8 surfmen from July 1 to Dec. 22, 1914, and from Mar. 

15, to June 30, 1915. 

7 sunmen from July 1 to Dec. 18, 1914, and from Mar. 
15, to June 30, 1915. 

8 sumnen from July 1 to Dec. 18, 1914, and from Mar. 
15 to June 30, 1915. 

8 surfmen from July 1 to Dec. 22, 1914, and from Apr. 

15 to June 30, 1915. 

7 surfinen from July 1 to 31, 1914, 8 sur&nen from Aug. 
1 to Dec. 22, 1914, and from Mar. 15 to June 30, 1915. 
7 surfmen from July 1, 1914, to June 30, 1915. 

7 surfmen from July 1 to Dec. 16, 1914, and from Apr. 

16 to June 30, 1915. 

8 surfmen from July 1 to Dec. 16, 1914, and from Mar. 
23 to June 30, 1915. 

8 surfmen from July 1 to Dec. 16, 1914, and from Apr. 

15 to June 30, 1915. 
8 surfmen from July 1 to Dec. 16, 1914, and from Mar. 

30 to June 30, 1915. 
8 surfmen from July 1 to Dec. 16, 1914, and from Apr. 

5 to June 30, 1915. 
8 surfmen from July 1 to Dec. 16, 1914, and from Apr. 

14 to June 80, 1915. 
8 surfmen from July 1 to Dec. 18, 1914, and from Apr. 

14 to June 30, 1915. 

7 surfmen from July 1 to Dec. 16, 1914, and from Apr. 
19 to June 80, 1915. 

8 surfmen from July 1 to Dec. 16, 1914, and from Apr. 
19to June 30, 1915. 

8 surftnen from July 1 to Dec. 16, 1914, and from Apr. 

10toJime30,1916. 
8 surfhiea from July 1 to Dec. 16, 1914, and from Apr. 

19 to June 80, 1915. 
8 sur&nen from July 1 to Dec. 16, 1914, and from Apr. 

18 to June 80, 1915. 
8 surftaien from July 1 to Dec. 16, 1914, and from Apr. 

17 to June 80, 1915. 
7 surftnen from July 1 to Dec. 31, 1914, and from Mar. 

15 to June 30, 1915. 

7 surftnen from July 1 to Dec. 25, 1914, and from Mar. 
15 to June 30, 1915. 



1 
the 



Charlevoix, North Manitou Island, South 

Manitou Island, Manistee, Muskegon, and 

Sturgeon Bay Canal. 
Sleeping Bear Point, Point Betsie, Grande 

Pointe au Sable, Saint Joseph, Keewaunee, 

and Baileys Harbor. 

Eight of the nine stations in the eighth district are maintained only as houses of refuge for the auooor of 
aDXpm9Qlfi^, W crews being employed. 



ANNUAL KEPOET OF THE COAST GUABD. 



75 




12 Frankford, Lndington, and Old Chicago , 

Pentwater and Evanston 

White River and South Haven 

Holland 

Grand Haven, South Chicago, Racine, MilTrau- 

kee. and Sheboygan. 
Michigan City 

Jackson Park 

Kenosha 

Two Rivers 

Phim Island 

13 Nome 

Baaddah Point 

Grays Harbor, Willapa Bay, Klipsan Beach, 

Tillamook Bay, Yaquina Bay, Umpqua 
River, Coos Bay, Coquille River, Humboldt 
Bav, Arena Cove, Point Reyes, Point Bonita, 
and Southside. 
Cape Disappointment and Point Adams 

Fort Point and Golden Gate 



Periods of employment (all dates inclusive). 



7 surtmen from July 1 to Dec. 31, 1914, and from Mar. 

1 to June 30, 1915. 
7 surtmen from July 1 to Dec. 20, 1914, and from Mar. 

15 U) June 30, 1915. 
7 surfmen from July 1 to Nov. 30, 1914, and from Apr. 

1 to June 30, 1915. 

7 surfmen from July 1 to Deo. 20, 1914, and from Apr. 
1 to June 30, 1915. 

8 surfmen from July 1 to Dec. 31, 1914, and from Mar. 
1 to June 30, 1915. 

8 surfmen from July 1 to Dec. 20, 1914, and from Mar. 

15 to June 30, 1915. 
8 surfmen from July 1 to Nov. 30, 1914, and from Apr. 

1 to June 30, 1915. 
7 surfmen from July 1 to Dec. 31, 1914, and from Mar. 

1 to Apr. 30, 1915, and 8 surfmen from May 1 to June 

30, 1915. 
7 surfmen from July 1 to Aug. 18, 1914, 8 surfmen from 

Aug. 19 to Dec. 31, 1914, and Mar. 15 to June 30, 1915. 
7 surnnen from July 1 to Dec. 31, 1914, and 8 surfmen 

from Mar. 15 to June 30. 1915. 

7 surfmen from July 1, 1914, to June 30, 1915. 
10 surfmen from July 1, 1914, to June 30, 1915, 

8 surfmen from July 1, 1914, to June 30, 1915. 



8 surfmen tmm July 1, 1914, to June 30, 1915, and 1 ad- 
ditional surftnan from July 1 to Aug. 26, 1914, and 
from May 1 to June 30, 1915. 

9 surfmen from July 1, 1914, to June 30, 1915. 



4943**— 15- 



■6 



REPORTS OF SPECIAL INSTANCES OF AID 
TO SHIPPING. SAVING LIFE, AND 

SPECIAL CRUISES 



77 



REPORTS OF SPECIAL INSTANCES OF AID TO SHIPPING AND 

SAVING LIFE, AND SPECIAL CRUISES. 



report of northern cruise. 

Coast Guard Cutter *' Bear," 
San Francisco^ Ccd,^ November 11, 191^. 

Sir : 1. When the Bear arrived in this harbor this day the duties 
assigned by department order, April 6, 1914, had been carried out. 

2. Eleven thousand three hundred and eighteen miles have been 
steamed and the vessel has been underway 2,153 hours. 

3. The Bear steamed from this port May 3, 1914, and stopped en 
route at Ladysmith, British Columbia, for coal; at Seattle, Wash., 
for the northern mail and supplies ; at Ketchikan, for a buov for the 
Lighthouse Bureau; and arrived at Unalaska the morning oi May 23, 
having stopped at the Scotch Cap Lighthouse to land 100 gallons oil. 

4. At this latter port filled bunkers to capacity and took a deck 
load of 60 tons of coal, and sailed May 27 via the Pribilof Islands. On 
account of stormy weather a landing could not be made at St. George, 
but mail and supplies were landed at St. Paul, after which vessel 
proceeded north and arrived at Nome shortly before midnight June 1, 
the first vessel to arrive since the close of navigation last fall. 

5. As soon as mail had been landed at Nome, steamed for St. 
Michael, but, owing to ice conditions, was unable to reach that port 
until the morning of June 6, when all mail matter was landed. Capt. 
Bartlett, of the Canadian Government exploring ship Karluk^ 
came on board and reported the loss of his vessel in the Arctic 
Ocean in the vicinity of Herald Island ; that 15 of his crew were at 
Eodgers Harbor, on Wrangell Island, and that 8 others, unaccounted 
for when he left, would probably be found there also. Capt. Bartlett 
and one Eskimo made the trip across the ice to the Siberian coast, 
then down the coast to Emma Harbor, Plover Bay, when he fell in 
with the steam whaler Hermanr^ which brought him to St. Michael 
the latter part of May. 

6. On June 7, steamed to southward and westward along ice to 
develop and report conditions to steamers due to arrive off Nome 
with passengers and freight. Radio reports as to ice conditions were 
made to steamers Victoria and Senator, and verbal reports to steamer 
Elihu Thompson, the latter not being equipped with radio appa- 
ratus. The Victoria proceeded to St. Michael on June 11, and on 
the following day received a message from her master requesting in- 
formation as to ice conditions in Golofnin Bay. Steamed for that 
port and sent radio advice to the Victoria enabling her to reach 
Nome along the north shore of Norton Sound, and to visit Solomon. 
On Sunday, June 14, the ice having left the shore off Nome, the 

79 



80 ANNUAL BEPOET OF THE COAST GUARD. 

steamers Senator^ Victoria^ and Edith arrived off that place, the Bear 
anchoring near by. 

7. The time for cleaning boiler had now arrived, and as the ice 
conditions prevented the vessel from entering Port Clarence, steamed 
for Lutke Harbor for a safe anchorage, but f omid St. Lawrence Bay 
also full of ice. Lord William Percy, who had joined the Bear at 
Nome for the purpose of studying bird life, was landed at the village 
at North Head, and the cutter proceeded to St. Lawrence Island. At 
the latter place the school-teacher came on board and reported all 
well, the natives prosperous and contented, and that more foxes had 
been caught than in former years, and many walrus had been ob- 
tained in May. There was, mdeed, a marked improvement in the 
conditions and appearance of these natives from that in former 
years, and from those at Indian Point, Siberia, with whom they are 
intimately connected. 

8. Late in the evening the Bear sailed for Emma Harbor, Siberia, 
where anchorage was made the following morning, June 19. Visits 
were exchanged with the district commissioner and the district judge 
for the eastern portion of Siberia, who have headquarters here. While 
out in a canoe nunting ducks. Lieut. Lucas and Lieut, of Engineers 
Eeed-Hill were capsized and were no doubt saved from drowning 
by exhaustion by tne quick action of Mr. E. Swift Train, a passen- 
ger on the Bear^ who divested himself of all clothing and swam to 
their relief (about 200 yards), although the water was almost freez- 
ing cold. The capsize was seen from the ship and two boats immedi- 
ately sent to the rescue. All were brought to the vessel and properly 
cared for, so that there has been no bad effects from the accident. 

9. The boiler being cleaned and repairs completed, the cutter left 
Emma Harbor and arrived at St. Lawrence Island June 26, An 
officer, accompanied by the surgeon, inspected the village and re- 
ported everything in good condition. At the request of the district 
superintendent, the furs, etc., from the native store, maintained un- 
der the direction of the Bureau of Education, were taken on board 
for transportation to Nome, and the Bear proceeded to Big Diomede 
Island to obtain a native who was wanted as witness in a criminal 
case at Nome. Another witness wanted was not found at the village, 
but as it was ascertained he was likely to be at Whalen, Siberia, it 
was deemed advisable to steam to that village for the witness and 
also to investigate ice conditions in that part of the Arctic. The 
native witness was not at Whalen, and the Bear returned to Port 
Clarence, arriving June 29. En route stop was made at Cape Prince 
of Wales, where the natives were reported all well. 

10. At Port Clarence it was found necessary to blow. down the 
boiler and to replace the two upper box tubes with round tubes, and 
advantage was taken of this enforced delay to hold target practice 
with the 6-pounder battery. The work on the boiler oeing com- 
pleted, the vessel proceeded to Kings Island, but, finding the village 
deserted, kept on to Nome, anchoring off that place the afternoon of 
July 3. 

11. As soon as weather conditions permitted the ship was coaled 
and preparations made for the Arctic trip. As the steamer St. 
Helens^ carrying supplies for the Bureau of Education, was not to 
arrive at Teller until July 26, steamed to St. Michaels and employed 
the time in small-arm target practice. Returned to Nome July 22, 



ANNUAL REPORT OF THE COAST GUARD. 81 

and having received on board W. C. Shields, superintendent of edu- 
cation, northwest district; Capt. Robert Bartlett, of the wrecked 
Canadian steamer Karluk; Rev. A. R. Hoare, missionary for Point 
Hope ; and the northern mail, sailed July 23 for St. Lawrence Island 
and anchored off the Reindeer Camp. An opportunity was afforded 
Mr. Shields to inspect the herd, and shortly after midnight on the 
25th proceeded to anchorage off Gambell, where Mr. Shields was 
landed to inspect the village and native school. 

12. The Bear left Gambell the same day and anchored in Lutke 
Harbor July 26, watered ship, and then steamed to Port Clarence. 
En route stopped at Ematown to pick up Lord William Percy, who 
with his assistants had been landed at North Head, Siberia, June 17. 
Arrived at Port Clarence July 28, where Mr. Shields inspected rein- 
deer herd and school. School supplies were received for transj)orta- 
tion to various schools in the far north. Made necessary repairs to 
boiler, watered ship, and on July 30 sailed for the north. Stopped 
at Cape Prince of Wales on the same day at 12.50 p. m. to enable 
Mr. Shields to inspect schools. Native Warren Adloat came on board 
to act as interpreter for United States commissioner during cruise. 
Then proceeded to Kotzebue Sound, arriving at anchorage off 
Chamisso Island August 1, where the boiler was again repaired. 
On the 3d proceeded to Kotzebue. While boiler was under repairs 
at Chamisso Island sent Mr. Shields in launch to Deering to inspect 
school. 

13. Arrived off Cape Blossom the 4th, where Mr. Shields and 
Lord William Percy left the vessel. Mr. B. T. Rodgers, missionary, 
was given transportation to Point Hope at request of the Bishop ol 
Alaska. Received additional mail for northern villages. 

14. On August 5 anchored off Cape Espenberg, expecting the 
Corwin to arrive with additional mail, but as no communication 
with her could be established by radio, the 5ear continued to the west- 
ward, arriving at Kivalena August 6. At noon same dav, having 
completed all official business at this village, steamed for Point 
Hope, arriving at midnight. On August 7 mail and supplies were 
landed at Point Hope and the cutter resumed her course. Stops 
were made at Cape Lisbume, where the village was visited by an 
officer and the surgeon and medical aid given to Dr. Driggs, a 
former missionary, and at Corwin coal nnne, where the ship was 
watered. 

15. On August 9 anchored off Icy Cape and investigated condi- 
tions at that village. Found schooners C. S. Holmes and King and 
Winge anchored. Proceeded along the coast, encountering scattered 
ice while rounding Blossom Shoals, and August 10 anchored off 
Wainwright Inlet, where supplies and mail were landed, and the 
surgeon rendered medical and surgical aid to several natives. After 
leaving this village heavy ice was found in the vicinity of Sea Horse 
Islands, and the weather being foggy it was deemed advisable to 
return to Wainwright for anchorage. The following morning the ice 
began to come in and the Bear was obliged to stand to the south- 
ward. 

16. The United States Commissioner came on board and reported 
everything in good shape ashore. Mail was received on board. The 
crew of the wrecked schooner Transit (5 men), one seaman from the 



82 ANNUAL BEPOBT OF THE COAST GUARD. 

wrecked schooner Elvira^ and one destitute native from the Canadian 
Arctic expedition were given transportation to Nome. Rations 
were issued to each of the foregoing. The steam whaler Hermann 
was reported fast in ice 80 miles east of Point Barrow. 

17. August 22 the Bear steamed south, stopping later in the day 
to assist the schooner King and Winge^ disabled in the ice. Arriving 
oflf Wainwright and finding the schooner C. 8, Hohnes afloat, re- 
ceived back anchor, hawser, and other gear that had been loaned to 
assist in floating her. 

18. From Wainwright the course was set for Wrangell Island to 
search for the survivors of the Karlvk. Sailed along the southern 
edge of the ice with a fair wind until the evening of the 24th, when 
heavy ice and thick weather was encountered in latitude 70° 85', 
longitude 175° 10'; stopped the engine and drifted for the night. 
From this time until the morning of the 27th there was stormy 
weather with thick fog and heavy snow squalls and every indication 
that this weather would continue. Whenever weather conditions 
permitted, attempts were made to reach Wrangell Island and Herald 
Island, but without success, owinff to heavy ice encountered in every 
direction except to the southward. The dead reckoning showed the 
vessel to have been within 20 miles of the island, though subsequent 
events lead to the belief that we were closer. It has since been 
learned from the Karluk^a survivors that only one day, August 18, 
was there any open water about the island until September 7, when 
they were rescued. The sun was not seen from the time we left Icy 
Cape until the second day after leaving the vicinity of Wrangell 
Island. As the coal was getting low it was deemed advisable to re- 
turn to Nome to refill the bunkers before continuing the search, par- 
ticularly as it was known that the Eussian ice breakers Vaigatch and 
Taimyr were also to attempt to reach Wrangell Island. On the 
afternoon of August 27, therefore, the Bear squared away for Nome. 
Stops were made at Cape Serdze, Whalen, East Cape, and Emma- 
town, to ascertain if any reports had been received from either of 
the Eussian vessels. At Emmatown it was learned the Tairmfr had 
called there and neither vessel had been to Wrangell, but that the 
Vaigatch had been to Herald Island and within 10 miles of Wrangell 
but unable to land on account of heavy ice. She had then proceeded 
to the westward, intending to make another attempt to land on 
Wrangell Island later on in the season. 

19. Arrived oflf Nome late in the evening of August 30, and began 
coaling early the following morning. After receiving about 80 tons 
the weather oecame so bad the Bear was compelled to put to sea. The 
weather continued bad until September 2, when the cutter was able to 
anchor and resume coaling. An attempt was made to water ship, but 
the surf would not permit boating. Having finished coaling, the 
Bear left Nome at 2 p. m., stopped at Port Clarence for water, and 
sailed for Wrangell Island at 9 p. m. The weather was fair after 
passing through the Bering Strait, and we came up with the ice on 
on September 7, in latitude 69° 05', longitude 175° 16'. When dark- 
ness fell the ice was very heavy, and the Bear was allowed to drift 
until daylight, when she was again headed to the northward. In the 
afternoon of the 8th, sighted a vessel in latitude 69° 50', longitude 
175° 30', which proved to be the American gas schooner King <& 
Winge, She had left Nome on a walrus hunt, intending to land at 



ANNUAL BEPOBT OF THE COAST GUABD. 83 

Wrangell Island if possible. She had landed and rescued the follow- 
ing men of the Canadian Arctic Expedition on the morning of the 
7th instant : John Munro, R. J. Williamson, J. R. Hadley, E. Chafe, 
Robert Templeman, H. Williams, F. W. Maurer, W. L. MacKinlay, 
one Eskimo, his wife, and two children. The following men were re- 
ported to have died since landing on Wrangell : George C. Malloch, 
B Jaime Mamen, and George Breddy. Sent an officer and Capt. Bart- 
lett on board, and at the latter's request received the above-named 
men for transportation to Nome. As all required more or less medi- 
cal attention, they were placed under the care of the surgeon, and the 
Bear stood for Herold Island. Every effort was made to notify the 
steamer Corwin^ which had been fitted out from Nome to assist in the 
rescue, but, though that vessel could be heard, she could not receive 
the message, which was then sent " wild " in hope that not only the 
Corwin but any vessels that might be in the Arctic Ocean fitted with 
radio apparatus would receive it. 

20. Herald Island was sighted on the morning of September 9, but 
the cutter was unable to approach nearer than 12 miles on account of 
heavy ice. The weather was perfectly clear at the time and no signs 
of life could be seen, nor did it seem possible from the appearance of 
the island that the missing people could have lived there for the time 
that has elapsed since they left the Karluk, There was heavy ice in 
all directions around the island, and the Bear therefore turned and 
stood to the southward. Stops were made at Cape Serdze, Whalen, 
and Little Diomede Island, and the cutter reached Nome Septem- 
ber 13. 

21. September 19 proceeded to St. Michael with the mail, but while 
nearing the anchorage a radio message announced that the steamer 
Corwin was ashore off Cape Douglas and needed assistance. As soon 
as mail was landed and the Nome mail received on board, steamed 
to render aid to the Corwin. 

22. At 10.50 p. m. September 20 heard S. O. S. call of the Tahoma 
and received radiogram from commanding officer Bering Sea fleet, to 
proceed to her assistance. Reported by radio that Bear was then en 
route to assistance of Corwin^ and later receiv<ed message from the 
conunanding officer to disregard his previous message. At 10.48 p. m. 
September 21 anchored off Cape York to await daylight. The fol- 
lowing morning steamed to southward and anchored as close to 
Corwin as was deemed prudent. Sent an officer and boat's crew to 
assist in lightering the cargo ashore and run anchor. This work 
was continued, using relief crews, until the evening of September 28, 
when the Corwin was'floated. After receiving the cutter's gear used 
in floating the Corwin^ steamed for Nome, arriving there shortly 
after noon September 24. 

23. At Nome, September 25, natives from Kings Island, 117 in 
nmnber, together with their effects, were taken on board and landed 
the next morning at their island home. 

24. September 26, arrived at Gambell, St. Lawrence Island, and 
commenced unloading stores received at Nome for the school-teacher, 
Mr. Coffin, and for the native cooperative store maintained under the 
direction of the Bureau of Education. Mr. Coffin's family had been 
short of supplies for a month, and had had only one meal a day 
during that time. 



84 ANNUAL REPORT OF THE COAST GUARD. 

26. Mr. W. L. MacKinlay, one of the survivors of the Kariuk. 
developed a case of erysipelas while the Bear was at Unalaska, and 
was isolated in the Marine Hospital at that port. 

27. Having cleaned boiler, coaled ship, and received on board the 
officers and crew of the Tahoma assigned to this vessel, the Bear left 
Unalaska October 14, bound south. Good weather and favoring 
winds were encountered until the afternoon of the 21st, when a strong 
southeast gale set in until the night of the 23d. Arrived at Victoria, 
British Columbia, October 25, and landed Capt. Bartlett and the sur- 
vivors of the Canadian Arctic Expedition steamer Karluk, The Bear 
then proceeded to Seattle, arriving the evening of October 26. 

28. November 4 the cutter left Seattle, stopped at Ladvsmith, 
British Columbia, to fill bunkers with coal, and then sailed for San 
Francisco, arriving at the latter port this date. 

29. During the cruise the following persons were given transporta- 
tion on the Bear: 

Msij 2, under orders commandmg officer southern division, San 
Francisco, ship's writer B. J. Proper, for passage to Seattle, where 
he was landed May 11. 

Carpenter J. W. Walker, electrician C. T. Furlong, watertender H. 
Linn, ordinary seamen C. A. Brown and L. M. Larson, landed at 
Unalaska May 25. 

May 11, commanding officer northern division, ordinary seamen 
E. J. Switzer and C. N. Anderson, for passage Seattle to Unalaska, 
where landed May 25. 

May 1, John Tokluk, received on board for passage to his home in 
Alaska (Point Barrow). Authority, division commander's letter, 
April 29. Finally left vessel August 21 at Barrow. 

Lord William Percy joined the vessel at Seattle May 12, for scien- 
tific research, was landed at St. Lawrence Bay June 17, rejoined 
July 27, and left vessel finally August 4, 1914, at Kotzebue. Au- 
thority, department letter April 6, 1914. 

Mr. F. S. Hersey, representing the Smithsonian Institution, joined 
the vessel at Seattle May 12, was landed at St. Michael June 6, re- 
joined July 10, and finally left the vessel at Nome, September 3, 1914. 
Authority, department letter April 6, 1914. 

Mr. E. Swift Train, moving-picture operator, who joined the vessel 
at Seattle May 12 and left at Seattle October 26, 1914. Authority, 
division commander's letter, April 29, 1914. 

J. H. Fehse, chief clerk Post Office Department, joined the vessel 
at Seattle May 12 for passage to Nome. Authority, department letter 
of March 13, 1914. 

M. Nasaki was given passage from Seattle to Nome. Authority, 
department telegram of May 12. 

H. C. Fassett, Bureau of Fisheries, was given passage from Un- 
alaska to St. Paul. Authority, commanding officer Bering Sea fleet, 
letter May 25, 1914. 

A. Bazaroff and S. Eapin were given passage from Unalaska to 
St. Michael. Authority, commanding officer Bering Sea fleet, letter 
May 25. 

Mrs. H. Esmonds, wife of the surgeon on St. Paul Island, was 
given passage to Nome upon the representation of her husband that 
her life would be endangered by remaining on the island. 



ANNUAL BEPOBT OF THE COAST GUABD. 85 

At the request of Lord William Percy, gave passage to his helper, 
William Wheeler from Nome to St. Lawrence 6ay and from Siberia 
to Port Clarence, at no expense to the Government. 

Two native boys, O'Tyohok and Womkom, were given transpor- 
tation from St. Lawrence Island to Nome and return at no expense 
to the Government. 

Native O'Eally and his son were transported from Big Diomede 
Island to Nome at request of the Department of Justice (district 
attorney at Nome). 

July 12 Mr. R. J. W. Brewster of the Department of Justice was 
^ven passage from Nome to St. Michael to enable him to catch a 
river steamer. 

July 20, Mr. N. Mayer, a traveling salesman, was given passage 
from St. Michael to Nome, as there was no other available trans- 
portation. 

Capt. Robert Bartlett of the wrecked Canadian steamer Karluk 
joined the vessel at Nome July 23 (authority, department telegram 
of June 7, 1914) , and finally left the vessel at Victoria, B. C, October 
25, 1914. 

W. C. Shields, superintendent of education northwest district, 
joined the vessel July 23 and left at Kotzebue August 4. Inspected 
schools and reindeer herds en route. Authority, department letter 
of April 6, 1914. 

Rev. A. R. Hoarse, missionary, was given passage to Point Hope 
from Nome, there being no other transportation available. He joined 
the vessel at Nome July 23 and left at Point Hope August 7. 

Warren Adloat, a native of Cape Prince of Wales, joined the ves- 
sel as interpreter July 30 and left the vessel September 11. His serv- 
ices were paid for by the Department of Justice. 

At the request of Mr. W. C. Shields, transportation was furnished 
Mr. C. Re^ogle, school-teacher, and Frank Wells, native, from 
Deering to Kotzebue. 

At the request of Bishop Rowe, of Alaska, passage was given 
Mr. B. T. Rodgers, missionary, from Kotzebue to Point Hope. 

It being uncertain whether the schooner C, S. Holmes would reach 
Point Barrow, transportation was furnished Mr. and Mrs. T. L. 
Richardson and their two children from Wainwright to Barrow. 
Their supplies were also transported. 

The following destitute seamen from the wrecked schooners Transit 
and Elvira were given passage to Nome and there turned over to the 
deputy collector of customs: A. C. A. Olsen, H. O. Hansen, R. J. 
Berset, H. R. Smith, and A. C. Johnson, from the Transit^ and L. 
Pechette, from the Elvira. 

Fred Adloat, a Nome native who had been in the employ of the 
Canadian Arctic expedition, was given passage to his home at the 
request of Capt. Bartlett. 

Mr. W. S. Brooks, a scientific collector from Harvard University, 
who had wintered on the schooner Polar Bear in the Arctic, was 
given passage from Barrow to Nome, as there was no other available 
transportation. 

The following members of the crew of the wrecked Canadian 
Arctic steamer Karluk came on board September 8 from the schooner 
King and Winge and were landed at Victoria, British Columbia, 



86 AKKTJAL BEPOBT OF THE COAST GITAED. 

October 26 : John Miinro, W. L. MacKinlay, J. R. Hadley, R. J. Wil- 
liamson, R. Templeman, H. Williams, F. W. Maurer, and E. Chafe. 

Mr. Bert McConnell, former secretary to Mr. Stef ansson, of the 
Canadian Arctic Expedition, who was a passenger on the King and 
Win^e^ was given passage to Nome. 

Miss M. Caldwell, the school-teacher at Cape Prince of Wales, was 
given passage from that village to Nome. 

30. During the summer it has been the practice to afford aid to the 
natives where possible, when they were moving about, without di- 
verting the vessel from her regular duties. The natives were found 
to be in a most prosperous condition, due to the fact that all fur- 
bearing animals were caught in great numbers. There was also a 
plentiful supply of walrus and seal. A marked improvement was 
noticed in the condition of the natives all alon^ the coast, in marked 
contrast to former years when I visited these villages. 

31. Attention is called to the small gas vessels operating out of 
Nome along the Siberian coast, all of which take more or less whisky 
to the natives of that coast. These vessels operate in violation of the 
Russian law, which requires that vessels trading along that coast 
should enter at Petropaulovsk. During the past season only one 
American vessel (the King and Winge) was legally trading along 
that coast. 

32. Attention is invited to the wholesale slaughter of walrus in 
Arctic waters, outside the territorial limits, both by American and 
foreign vessels, which must sooner or later materially affect the 
food supply of the natives of the Arctic coast on both sides of Bering 
Strait. 

33. While in the North, official calls were exchanged with all Gov- 
ernment officials on duty there and every possible assistance rendered 
them. 

34. No serious violation of law was reported during the past sea- 
son ; one case of a native at Point Hope who was living in adultery 
was tried and sentence of fine imposed. There were no cases reported 
where white men on vessels or ashore had violated native women. 

35. The vessel had been almost continualhr underway since leaving 
this port on the 3d of May last, all the officers and crew have per- 
formed the duties assigned them in a cheerful and efficient manner, 
and there has been no serious illness on board. 

36. A set of photographs taken during the cruise by the master-at- 
arms, A. W. Gronholm, is inclosed for the information of the 
department. 

37. During the summer the main boiler developed serious leaks 
eight times, and is leaking at the present time. On the voyage from 
Unalaska to Seattle the loss of feed water in the boiler was such 
that it was necessary to run the evaporator day and night from 
October 19 to 26 ; the condenser sprung a leak during the summer, 
which was repaired, and is leaking at the present time. 

Eespectfully, 

C. S. Cochran, Commanding. 
To the Captain Commandant. 



ANNUAL REPORT OF THE COAST GUARD. 87 

REPORT OF OPERATIONS OF BERING SEA FLEET, 1914. 

San Francisco, Cal., DecenAer SO, 19H. 

Sir: 1. In compliance with instructions contained in paragraph 
12 of department order of March 25, 1914, the following report of 
the operations of the Bering Sea fleet during the season of 1914 is 
submitted. 

2. The fleet was composed of the following-named vessels, com- 
manded by the officers named, respectively: Tahonuty Capt. R. O. 
Crisp commanding; Maafirdng^ Capt. F. G. Dodge commanding; and 
Uncigc^ Capt. H. G. Hamlet commanding. 

3. The Becer^ Capt. C. S. Cochran commanding, was designated 
for the usual cruise to the Arctic Ocean, but was directed to report 
to me when within radio-signal distance and obey such instruietions 
as I might give, not, however, to interfere with her general orders 
for the Arctic cruise. 

4. The McGvllochi Capt, P. H. Uberroth in command, was de- 
tailed to convey special commissioners from Seattle to the Seal 
Islands in order to study conditions on those islands and for duty 
in connection with the floating court in Alaska. But after landing 
the commissioners and pending the time to go to Valdez for the 
court, she was to proceed to XJnalaska and report to me for such duty 
as I might direct. 

6. The duties of the fleet in general were to patrol the waters of the 
northern part of the North Pacific Ocean and of the Bering Sea, 
particularly along the Aleutian chain of islands and in the vicinity 
of the Pribilof Islands for the purpose of enforcing the provisions 
of the convention of July 7, 1911, between the United States, Great 
Britain, Russia, and Japan, proclaimed December 14, 1911, and the 
act of Congress approved August 24, 1912, for the protection of the 
fur seals and sea otters and to enforce the laws and regulations for 
the protection of game, the fisheries, and fur-bearing animals in 
Alaska. In addition to the foregoing, the vessels were instructed 
to give attention to other general duties with which revenue cutters 
are charged, to render such assistance to vessels in distress as possible, 
and to board and examine such fishing vessels as might be seen. 

6. XJnalaska, Alaska, was designated as the headquarters of the 
fleet, and shore parties were to be established at Atka, Kiska, and 
Attn during such portion of the season as was deemed advisable, to 
guard against the unlawful use of the islands for sealing purposes. 

7. The patrol was to continue until it was no longer needed, but 
the UncUga was to be detached as soon after the 1st of July as she 
could be spared and directed to proceed to Seattle. In order that 
the work of each vessel of the fleet may be seen without perusing the 
whole report, and to avoid possible repetition, the duties performed 
by each will be given separately. 

" tJNALGA." 

8. {a) This vessel sailed from San Francisco at 7 p. m. April 22 
with orders to patrol in, and in the vicinity of, XJnimak Pass, Aleu- 
tian Islands, during the early part of the season, in order that she 
might be available in case any of the cannery and fishing vessels 
going into Bering Sea via that pass should need her assistance. On 



88 ANNUAL RBPOBT OF THE COAST GUABP. 

each cruise mail was taken for the fishing fleet, and medical assistance 
was afforded to those on the fishing vessels needing it. 

(6) Three days after the Unalga sailed a radiogram was received 
stating that the British schooner Albert Myers had been fishing for 
some time at Little Koniuji, one of the Shmnagin group of islands, 
and that unless otherwise directed the Vncilga would proceed to the 
place designated and investigate the matter. A few days later the 
Unalga wired that the fishing vessel had reported at the customhouse 
at Unalaska, and the Unalga had again shaped a course for Unimak 
Pass. 

((?) On May 1 the following radiogram was received from the 
commanding officer, northern division: 

Lightliouse inspector at Ketchikan advises Scotch Cap fog signal not sound- 
ing account oU shortage. Enough oil to run light May 17. Notify Bering Sea 
cutters and advise inspector probable date arrival Tahoma at station. 

DUNWOODY. 

This was deemed a most urgent matter, considering the number of 
vessels that go through Unimak Pass early in the season, and the 
Unalga was directed to furnish the station with oil pending the 
arrival of the Tahoma with a full supply. On the evening of the 4th 
the Unalga arrived off Scotch Cap, out, it being impossible to land 
the oil because of the high surf, waited until the following morning, 
when 80 gallons were sent ashore by means of a surf line, the surf 
being still too heavy for a boat to land. The ship reached Unalaska 
that afternoon. 

(d) In the afternoon of May 8, after receiving mail for the fishing 
fleet, the ship sailed, and the following day (9th) delivered 100 gallons 
of oil at the Scotch Cap Light station and supplied the keeper with 
some small stores. This service jyerformed she cruised in Unimak 
Pass and vicinity, visiting Dublin Bay twice, and going as far east 
as Slime Bank, boarding and delivering mail to a number of fishing 
vessels and rendering such medical aid to their crews as necessary, 
until the evening of the 14th, when an anchorage was made in Akun 
Cove. During the cruise a number of vessels— cannery and fish- 
ing — were seen going into Bering Sea, and such of them as desired 
were reported to their owners by radiograph. On the 12th Charles 
Paterson, a member of the crew of the fishing schooner City of 
Papeetee, was fomid to be suffering from what appeared to be 
pleurisy and tuberculosis, and was so ill as to require constant medi- 
cal attention. He was taken on board the Unxdga and three days 
later transferred to the Tahoma^ and upon arrival of the latter vessel 
at Unalaska was sent to the Jesse Lee Home for treatment. 

(e) On the 15th the Tahoma arrived in the pass and transferred to 
the Unalga W. J. Pearson, assistant keeper of the Cape Sarichef 
Light station, with his personal effects, some supplies for the light 
stations on Unimak Island, and 320 gallons of oil for the Scotch Cap 
Light station, to be landed at the first opportunity. 

(/) The next morning the Urialga stood for Lost Harbor to visit the 
stranded ship Paramita, arriving in the afternoon. Leaving Lost 
Harbor the same evening, patrol duty was continued. A number of 
efforts were made during the next few days to deliver oil and stores 
at Scotch Cap and to land Pearson and the fresh provisions at Cape 
Sarichef, but heavy weather rendered communicating with those 



ANNUAL BEPORT OF THE COAST GUARD. 89 

stations by boat impossible until late in the afternoon of the 19th, 
when Pearson was put ashore at a small cove If miles northeast of 
Cape Sarichef Lighthouse. 

(g) On the morning of the 21st the Unalga again arrived at Lost 
Harbor to assist the Pararrdta. In company with the Tahoma, the 
Vrudga worked on the stranded craft for eight days, as the weather 
permitted, but to no purpose. A more particular account of the 
efforts made to save the Paramita will be given in connection with 
the work performed by the Tahoma^ she being the senior ship present. 
On the 25th the Unalga proceeded to XJnalaska and was detained 
there by heavjr weather until the 27th. 

(A) It having been decided to abandon the Pararrdta^ and there 
being no other means of disposing of the cannery force of about 115 
persons of the Bristol Bay I'acking Co. she had on board, the Unalga 
took them to the mouth of the Naknek Eiver, near their destination. 
About 50 tons of provisions and other supplies saved from the wreck 
were also taken, and the people subsisted themselves during the time 
they were on board — about three days. It had been arranged by 
radio that a tug with barges should meet the Unalga at the entrance 
to the river, and when she arrived the morning of the 31st there was 
no delay in transferring the freight and passengers. Although it was 
Sunday, all hands were turned to to clean and disinfect the ship, 
and as many as possible of the cannery vessels anchored in the river 
were boarded. 

(^) Two days later the Unxdga was at Cape Sarichef, but a south- 
easterly gale was blowing and an anchorage was made under the land 
until early in the mornmg of the 4th, when conditions were more 
favorable and all packages for the light station were safely landed. 
Next, an effort was made to land mail, provisions, and oil at Scotch 
Cap Light Station, but heavy surf made boating impracticable. The 
night was spent in drifting in Unimak Pass. Early the following 
morning (June 5) the ship again anchored off the station; the surf 
still was too high, but the keeper signaled that a landing might be 
made at a small beach about a mile to the westward. Anchorage was 
shifted to the place designated. The boat could not land, but by 
means of a surf line the mail, provisions, and 50 gallons of oil were 
sent ashore. 

The next day unsuccessful attempts were made to land more 
oil at Scotch Cap, the line-throwing shoulder gun being lost over- 
board in efforts to get a line to the beach. On the morning of the 
7th, however, there was no surf at the landing abreast of the station 
and the remainder of the oil — 270 gallons in cases — ^was quickly put 
ashore. The above service having been completed, the ship returned 
to XJnalaska, arriving at a few mmutes after 6 o'clock in the eveninff. 
The Unalga remained in port cleaning boiler, coaling, etc., until 
the 15th. 

{j) Her next cruise covered the period from June 15 to July 2, 
both inclusive, during which she went as far westward as Attn Island, 
calling at several intermediate villages and establishing the shore 
stations below noted. The ship was well loaded and had as passen- 
gers Dr. H. O. Schaleben, superintendent of schools, southwestern 
district of Alaska, and Deputy United States Marshal W. B. Hastings 
and his interpreter. Dr. Schaleben had to investigate school con- 



90 ANNUAL BBPOBT OF THE COAST GITABD. 

ditions at Atka, while Mr. Hastings desired to look into some mat* 
ters at Attu in his capacity as deputy marshal. On the westward 
trip calls were made at ISazan and Korovin Bay (Atka Island), 
Kiska, and Chicagoff (Attu), while on the return cruise stops were 
made at Nazan and Nikolski, the latter a village on Umnak Island. 
She returned via the south side of the islands east of Tanaga Pass, 
entering Bering Sea again through Unalga Pass and arriving at 
Unalaska in the afternoon of July 2. It was observed that Tanaga 
Volcano had been inactive for some time, as indicated by clean snow 
on it, but Gareloi and Kanaga showed signs of recent slight erup- 
tions, and both were emitting sulphurous smoke and steam. Fogs 
prevented observation of other volcanic peaks. 

(k) At Atka an officer was detailed to audit the accounts of the 
Government school-teacher, this having been requested by the chief 
of Alaska division. Bureau of Education. At Kiska the remainder 
of the lumber which had been placed there by the Navy Depart- 
ment some years previously, about 1,400 feet, was taken on board. 
A little more than 200 feet of it was left at Nikolski for repairing 
barabaras and the remainder was landed at Unalaska, from which 
place it was taken to Kashega by the Manning for flooring barabaras. 

(Z) Shore parties were established on the dates specined, respec- 
tively: At Sand Bay (an arm of Korovin Bay), Atka, June 21 ; at 
Kiska, June 23 ; at Chicagoff Harbor, Attu, Jime 25. 

At Sand Bay and Attu cottages (igloos) were erected by the 
Unalga for the shore parties, and each party was comfortably estab- 
lished and well provided before the ship left. The Kiska party took 
up quarters in the two comfortable shacks (frame) erected there 
some vears ago by the Navy. 

(m) Atka was reached the second time on the evening of June 
28. The vessel was delayed there nearly two days that Second 
Lieut. F. L. Austin, in his capacity as United States commissioner, 
might hear the case of H. G. Seller, the school-teacher, against whom 
a serious criminal charge had been preferred and who had been 
arrested by Deputy United States Marshal Hastings. The accused 
was held without bail to appear before the grand jury and was 
placed under suitable restramt on board the Unalga for transfer 
to the jail at Unalaska. Transportation to Unalaska was given to 
Mrs. Seller, wife of the prisoner, and five Government witnesses. 

(n) Leaving Atka the afternoon of June 30, the ship proceeded 
to Nikolski, Umnak Island, where native conditions were investi- 
gated, and thence to Unalaska, arri^dng at the latter place July 2. 

(o) Having received from the department a radiogram contain- 
ing a code message from the Commissioner of Fisheries for Mr. 
Whitney on St. Paul Island, the Unalga sailed on the evening of 
the 3d for the seal islands, but owing to the dense fog it was the 
afternoon of the 5th before she anchored off the village on St, 
George. After less than an hour's delay the trip was resimied^ but 
fog again became dense and the ship drifted during the night. 
Earljr in the morning of the 6th an anchora ge was made off East 
Landing, St. Paul, and the^ dispatch for Mr. Whitney delivered by 
messenger. The ship remained off St. Paul until the afternoon of 
the 8th, the weather being disagreeable all the time, when, after 
getting the mail, she sailed for Unalaska, stopping at St. George 
en route for mail. 



ANNUAL EEPORT OF THE COAST GUARD. 91 

(p) Department letter of April 14, 1914, instructed me as follows: 

As soon after July 1 as in your judgment it is feasible to do so, you are 
directed to detach tlie Unalga from the Bering Sea fleet and instruct her to 
proceed to Seattle, Wash., and report to the commanding officer of the northern 
division. 

She sailed the evening of the 18th and arrived at her destination 
at 3 o'clock in the afternoon of the 27th. The Unalga served with the 
fleet 104 days. 

MANNINO. 

9. (a) The Manning reported for duty April 20. She was then at 
Sausalito, Cal., and practically ready for sea. She had been in- 
structed to sail from San Francisco for the season's work in Alaskan 
waters not later than May 1, but inasmuch as she had to tow the 
launch Guard to Port Townsend, it was arranged for her to leave 
with her tow April 20, and she got away promptly. After a short 
delay at Drakes Bay to await favorable weather, she made a fine run 
up the coast and arrived at her destination early in the morning of 
the 25th. She proceeded to Seattle the same day, and there made 
final preparations for the cruise. 

(6) The Manning sailed from Seattle at 9 o'clock in the morning 
of May 1 and proceeded to Union Bay, British Columbia, for coal, 
arriving there the following (Saturday) morning. The following 
morning she left, passed out to sea via Broughton Strait and Golitas 
Channel, and shaped a course to clear Cape St. James, and thence up 
the coast on partol duty. She cruised actively until May 31, when 
she moored at the wharf at Kodiak for coal, but was able to secure 
only 150 tons, the schooner with a cargo of Australian coal for the 
contractor being then overdue. During the cruise she called at Sitka 
(8th), Yakutat (9th), Kodiak (13th), Port Etches (22d), Latouche 
(23d), and Seward (24th). Seward was visited for fresh water and 
fresh provisions, including beef. A few seals were seen and several 
vessels boarded, but no evidence could be found that illegal sealing 
was being carried on off the coast of southeastern Alaska. 

{c) The Manrdng resumed cruising June 3 and continued until 
June 17, when she put in at Sitka for coal and fresh water and to 
clean boiler. In the interval she called at Seward (5th) for fresh 
beef and vegetables for the crew; Three Saints Bay (8th), where the 
fishing schooner Progress was boarded; Old liarbor (8th); and 
Yakutat (14th). The ship remained in port, coaling, overhauling 
machinery, cleaning boiler, boarding vessels, etc., until the 22d, when 
she went to sea, patrolled to the westward across the Gulf of Alaska, 
and arrived at Kodiak three days later. Here she took on board the 
spare stores that had been landed earlier in the season and sailed 
aoout noon the following day (26th). Until July 15, when she ar- 
rived at Unalaska, she patrolled actively between Kodiak and Uni- 
mak Pass, going to a distance of 50 miles offshore and entering or 
looking into most of the harbors of Alaska Peninsula and the out- 
lying islands where vessels can find shelter. Considerable thick and 
stormy weather was experienced. But few seals and not many ves- 
sels were seen. On the evening of the 2d of July she anchored at 
Simeonof Island and remained until near noon of the next day. 
Fresh meat was obtained here at a very reasonable price, there being 
a number of cattle on the island. Independence Day was spent at 

4943"— 15 7 



92 ANNUAL REPORT OF THE COAST GUARD. 

anchor in Ivanof Bay ; the ship was dressed, a national salue fired at 
noon, part of the crew given liberty, and the day observed as a 
holiday. 

(d) On July 8 a radiogram was received from the captain of the 
Coast Survejr steamer Patterson, then at Sand Point, announcing a 
light volcanic eruption, probably of Pavlof, and also one from the 
deputy United States marshal at XJnga requesting that Pavlof Bay 
be A isited to see if the people there had been injured by the eruption. 
As the Manning was not far from Pavlof, she was sent to investi- 

fate, and ascertained that the eruption had caused no damage at 
^avlof Bay and vicinity. At Sand Point it was learned that vol- 
canic ash had fallen there and at Unga, beginning about 3 o'clock in 
the afternoon of July 5 and continuing for a little more than an hour, 
during which time it was so dark that lamps were lighted, but no 
damage was done. About a ton of the ash fell upon the decks of the 
Patterson, 

(e) From July 15 to July 22 the ship was at XJnalaska, coaling, 
ovUauling machinery, a£d holding smaU-arm target practid! 
Early in the afternoon of the 22d, havmg taken on board about 1,200 
feet of the lumber of the United States Biological Survey for mak- 
ing corrals on deck for reindeer, and being ready for sea, she dropped 
out to an anchorage in the outer harbor to give a berth at the wharf 
for the approaching mail steamer Dirigo. I had been advised by 
the department that Mr. Tasakra Kitahara, a representative of the 
Japanese Government, would arrive at Unalaska on the mail steamer 
due there about July 23, for the purpose of visiting the Seal Islands 
in the interest of his Government, and was directed to arrange for 
his transportation to his destination as soon as practicable after his 
arrival. This was done, and as soon as mails and other articles for 
the islands brought in by the Dirigo could be delivered on board the 
vessel sailed. Mail for the fishing fleet was also taken. 

(/) Dense fogs were encountered as the islands were neared; the 
ship stood off and on under slow bell near St. George most of the 
night of the 23d, and anchored very earlv in the morning off the 
south side of the island. In the forenoon (24th) the fog lifted suffi- 
ciently for the outline of the land to be seen, and the ship was got 
under way for St. Paul. Although the fog continued quite dense, 
Otter Island was sighted, and at 2.50 p. m. an anchorage was made 
in Village Cove, St. Paul Island, and Mr. Kitahara and the mail 
and other articles for St. Paul were sent ashore. Heavy southeasterly 
and southerly weather compelled the Manning to seek a more safe 
anchorage at Northeast Point until the forenoon of the 26th, when, 
the weather having cleared somewhat, though still blowing a gale, 
she ran across to St. George and anchored on the village. The storm 
was verv severe, and it was not until the morning of the 27th that 
the mail could be landed. As soon as the boat returned the ship got 
under way for Dublin Bay and a cruise oyer the fishing banks. 

{g) Traverses were made over the fishing banks to the northeast- 
ward until the forenoon of the 31st, when the ship anchored off the 
entrance to the Ugashik Kiver to await the arrival of Dr. L. H. 
French, of the United States Bureau of Education, with whom Capt. 
Dodge was to confer regarding the delivery to the Manmng of a 
number of reindeer for transfer to Atka Island. During the cruise 
over the fishing banks — Slime and Baird — ^but one fishing vessel was 



ANNUAL BEPOBT OF THE COAST GUABD. 93 

spoken {Wawona^ of Anacortes, Wash.), and mail was delivered to 
her. I had communicated with Dr. French by radiogram and 
arranged for the delivery of 50 reindeer alongside the Manning 
August 1. I requested also that sufficient food to last the animals at 
least five days be put aboard the ship. Early in the evening the 
canning tender Lehua^ having Dr. French aboard, came alongside 
and piloted the Manning inside of the entrance to the river, where an 
anchorage was made to await a favorable tide. A local pilot was 
furnished free of charge, and on August 2 the vessel proceeded to a 
convenient anchorage about 12 miles up the river, but it was not until 
shortly after noon of the 4th that a lighter came alongside with the 
reindeer. Nine of the reindeer died from what appears to have been 
careless handling by those who delivered them to the Manmmg. 
None died by reason of the sea trip. 

(A) Early in the morning of the 5th the ship started down the river, 
a pilot being on board, but owing to fogs and unfavorable tides 
she did not get to sea until the next forenoon. The Manning arrived 
at Unalaska the morning of the 8th for the purpose of leaving Sec- 
ond Lieut, of Engineers A. H. Bixby, as noted below, and for water, 
and to secure food for the reindeer, and remained in port until early 
the next morning, when the trip to Atka was resumed. Some mer- 
chandise and lumber for natives at Nazan, Nikolski, Chemofski, 
Kashega, and Makushin villages was taken on board. On the 
afternoon of the 10th the reindeer (40 — 30 female and 10 male) were 
landed at the north end of Nazan Bay, Atka Island, where there is 
an abundance of food for them ; the animals were in good condition 
when put ashore. The natives at the village near by, where the 
Manning anchored for the night, were warned not to kill or disturb 
the reindeer, as they belong to the Government. 

(^) Leaving Atka on the 12th, the Manning visited, in the order 
named, the villages of Nikolski, Chernofski, Kashega, and Makushin. 
Each village was inspected by the surgeon, who rendered medical 
aid to such of the natives as needed it. At Kashega lumber was 
landed for flooring barabaras, and the men of the village were in- 
structed how to lay the floors. The ship returned to XJnalaska on 
the 16th. 

{j) The Manning remained in port imtil the 27th taking on coal, 
cleaning boiler, holding small-arm target practice, and undergoing 
the regular semiannual inspection. On that date she sailed for 
patrol duty, and the following afternoon anchored off St. George 
and landed the mail. The surf was too heavy to permit the boats 
to land the freight. Next morning about one-third of the Govern- 
ment goods were landed, when the sea again interfered with the 
operations. The gale continued, shifting to WNW. during the 
night, with rough sea, making it necessary for the Manming to get 
underway. She steamed to St. Paul and anchored off East Land- 
ing near the Tahoma, Mail, passengers, and freight were landed. 
There were taken on board, for transportation to Seward, a number 
of boxes belong to the Bureau of Fisheries and the mail for Unalaska 
and the States. Early in the evening the ship sailed for Unalaska, 
where she arrived at 8.45 a. m., September 1. Coal and spare stores 
landed at Unalaska earlier in the season were taken on board as 
rapidly as possible. 



94 AKNUAL BEPOBT OF THE COAST GXJAKD. 

When the Manning left XJnalaska the forenoon of the 2d, her com- 
manding officer had instructions to land the passengers at Seward, 
visit the halibut fishing banks with the special purpose of looking 
for and examining thoroughly, if found, the schooner Progress 
(which vessel was suspected of being engaged in illegal sealing), 
and return to Seattle via the inside passage, boarding vessels en 
route. The vessel called at Akutan, cruised over the fishing banks off 
the southern and eastern sides of Kodiak Island, touched at Kodiak 
village (on the 5th), steamed over the fishing banks between Kodiak 
and Seward, and arrived at the latter place early in the evening of 
the 6th. Passengers were landed at once, and early the following 
morning the ship sailed for Sitka (via the fishing banks off Cape St. 
Elias, lakutat, and Sitka), where she arrived on the 10th. Vessels 
in the harbor were boarded. The next morning the trip was con- 
tinued, and the fishing banks between Sitka and Cape Ommaney 
were visited. The " inside passage " was entered the afternoon of the 
11th. With the exception of one cannery ship sighted in ITnimak 
Pass, no vessels had been seen at sea since leaving XJnalaska. At 
noon of the 12th a salute of 21 guns was fired in honor of the 100th 
anniversary of the writing of The Star-Spangled Banner. That 
afternoon the vessel anchored off Wrangell. Capt. Dodge conferred 
with the deputy collector of customs, and had boarded the 26 vessels, 
22 of which were niotor boats, in the harbor. At Ketchikan, where 
the Manning stopped late the next afternoon, the commanding officer 
called on the chief officer of the customs, and had boarded the 39 
vessels in port. The remainder of the cruise, which was resumed 
early the next morning (the 14th), was uneventful, and Seattle was 
reached at 12.10 p. m., September 21. 

(?) My instructions to Capt. Dodge released his command from 
duty in connection with the Bering Sea fleet upon his arrival at 
Seattle, but, the Tahoma having been wrecked September 20, he re- 
ceived orders three days after reaching his destination to return to 
Unalaska, and in obedience to these orders the ship sailed for the 
port designated September 26. 

(m) Owing to stormy weather and poor coal the ship did not 
reach Unalaska until the afternoon of October 8, having been unable 
to land the ship's surgeon at Cape Sarichef , Unimak Island, where 
she had stopped by my direction to give medical assistance to one of 
the keepers at the light station. She took in coal and sailed late the 
following afternoon for Cape Sarichef to render the needed medical 
aid. The ship went out in charge of First Lieut. H. E. Searles, the 
executive officer, Capt. Dodge having remained behind to continue 
the inquiry into the facts and circumstances connected with the loss 
of the TcJioma^ he being senior member of the board appointed for 
that purpose. She arrived off the cape early in the morning of the 
10th. Asst. Surg. L. W. Jenkins was sent on shore, but upon at- 
tempting to return to the ship about an hour later with the sick man 
(Keeper Louks, of the light station) the boat swamped and capsized, 
resulting in the drowning of the surgeon, the sick man, and four of 
the boa?s crew — Coxswain George Demarco (of the Tahoma) , Sea- 
men Dalsgard and Lundehaugh, and Ordinary Seaman E. Kooly. 
Coxswain Demarco, being acquainted with the landing at Cape Sari- 
chef, was assigned to the Manning for the trip, but Gunner C. Mag- 
nilsen was in charge of the boat. When the accident became known 



ANNUAL REPOET OF THE COAST GUARD. . 96 

aboard the ship the latter stood in closer to the beach and dispatched 
a boat to the rescue ; it picked up Seaman Wold, but was unable to 
reach Ordinary Seaman Kooly. A landing could not be made, the 
sea then being too heavy, the wind having shifted to onshore, and 
the boat returned to the ship. Just how many of the boat's crew suc- 
ceeded in reaching the diore could not be ascertained then, and the 
station did not answer the Manrdng^s signals. The ship ran across 
to Akun Cove to await a favorable opportunity to land. Early next 
morning (Sunday, the 11th) she was again off Cape Sarichef. Two 
boats were sent in and obtained the information above given. Gun- 
ner Magnusen and Seaman Murphy, the only other survivors of the 
imfortunate boat's crew, were taken on board. They had remained 
at the light station. No bodies had been recovered nor was the boat 
(the third whaleboat) found, and the ship returned to Unalaska. 
On the afternoon of the 18th, when en route from the Seal Islands 
to Unalaska, the M arming tried to communicate with the light station, 
but, because of the onshore gale which was blowing, was unable to 
do so. She again sought shelter in Akun Cove, but ran over to Cape 
Sarichef the next morning. The surf still was too high for boating, 
but the ship maneuvered about a third of a mile offshore for more 
than an hour while exchanging signals with the station. It was 
learned that no bodies had been recovered and that the lost whale- 
boat had not been seen. 

{n) A board of inquiry, consisting of First Lieuts. Eben Barker 
and T. M. MoUoy and Second Lieut. R. W. Dempwolf as members, 
with Second Lieut. W. K. Scammell as recorder, was appointed on 
the the 12th of October to investigate the facts and circumstances 
connected with the accident to the Mwnming^s boat. The following 
evening the board submitted its report. 

(<?) The Manrdng took in coal, loaded more than 40 tons of freight 
(principally provisions) for the Seal Islands, received on board mail 
and certain official passengers, and sailed for those islands the 14th. 
The next afternoon the mail and passengers were landed at St. 
George, and the ship arrived off St. taul the same evening. By the 
middle of the following afternoon the Government cargo had been 
discharged and the furs (1,804 sealskins and 173 fox skms) received 
on board and stowed. 

{p) All matters at St. Paul being completed to the satisfaction 
of the Government agent in charge, the ship proceeded to St. Georce, 
anchoring about 1^ miles off the village early in the evening. The 
wind being onshore and fresh and squally, a nearer approach to the 
land at night was not deemed advisable. The next forenoon the 
weather having 'moderated, the ship dropped in close to shore and 
signaled for a boat. By 5.30 p. m., when the surf was again get- 
ting too high for safe boating, passenger and freight had been safely 
landed, and the furs and outgoing mail received on board, and the 
vessel sailed for Unalaska, arriving on the 19th. Had it not been 
necessary to make repairs to the boiler, the ship could have sailed 
with the Taho7na?8 people allotted to her for transportation to 
Seattle on the 20th, but as it was, she got away the afternoon of the 
21st. Because of the necessity for deuvering the sealskins quickly, 
as above mentioned, Capt. Dodge was authorized to steam at ordi- 
nary full speed, one boiler, with permission to use both boilers if he 



96 ANNUAL REPOBT OF THE COAST GUARD. 

should encounter head winds that were liable to delay the ship 
beyond the time above specified. 

{q) Assist. Surg. H. M. Thometz and Second Lieut, of Engineers 
T. H. Yeager, who has been attached to the Tahoma^ were assigned 
to duty on the M arming. On October 20 the following shipwrecked 
people reported on board the Maiming for duty and for transporta- 
tion to Seattle : Third Lieut. S. S. Yeandle, Third Lieuts. of Engi- 
neers F. C. Allen and W. M. Troll, Carpenter E. C. Russell, Machin- 
ist Georffe Leusenrink, 21 enlisted men, and Gunner F. C. Greene, of 
the UncUga. The Marming was a unit of the patrol fleet 196 days. 

" TAHOMA." 

10. {a) The Tahoma reported for duty in connection with the 
Bering Sea fleet April 25. The ship was then at Seattle fitting out 
for the cruise, and it was directed she be ready to sail for the season's 
work May 1. 

(6) Prior to sailing the Tahoma received on board 500 gallons of 
kerosene and some provisions for the Scotch Cap light station, a few 
fresh provisions for the Cape Sarichef light station, and two knock- 
down Igloos, three dories, and a few other articles for the shore sta- 
tions to be established on islands to the westward of Unalaska. At 
the request of the inspector of the sixteenth lighthouse district, an 
assistant keeper of the Cape Sarichef light station was given trans- 
portation to his post of duty. Everything being in readiness, the 
Tahoma sailed at 9 a. m. May 1, proceeded to Union Bay, British 
Columbia, filled her bunkers with coal, and leaving the latter port 
the afternoon of the 3d, passed out to sea by Cape Scott the eveninff 
of the 5th, and shaped course for Kodiak. The trip was uneventful, 
and the Tahomja arrived at Kodiak at noon the 10th. 

{c) The general conditions at Kodiak had improved since last fall. 
There will be ample grazing for cattle and sheep during the summer, 
much of the volcanic ash having disappeared from the slopes of the 
hills. Gardens were being prepared, and undoubtedly the usual 
quantities of such vegetables as were formerly grown there will be 
obtained. Few of the trees were killed by the volcanic deposit, and 
they showed considerable new growth. The hunting was fairly good 
during the winter. There was no opportunity to visit the settlement 
and the orphanage at Woody Island, but they were reported in good 
condition. Inquiry in regard to the health conditions of the several 
villages on Kodiak and neighboring islands, at which measles pre- 
vailed last winter, developed the fact that the disease had dis- 
appeared, and the natives are getting along well. It had been in- 
tended to call at the villages on the eastern side and southern end 
of Kodiak Island in order to give such medical assistance as might 
be needed, but the report from them being favorable no stop was 
made, as the Manning had instructions to visit the places during her 
cruising. 

Id) The Tahomxi left Kodiak on the 11th and proceeded to the 
village of Perry, arriving late in the afternoon the following day. 
The natives seemed much better contented than last season. Hunt- 
ing and fishing had been quite good. A number of the men had gone 
to the canneries on the Bering Sea side of the peninsula for work — 
last year they went to Chigmk. I delivered to the chief the bell of 



ANNUAL EEPOBT OF THE COAST GUABB. 97 

the wrecked steamer Yukon^ which was given, me last season for the 
village; it was received by the villagers with manifestations of pleas- 
ure. I never before saw natives show so much appreciation, and be- 
fore I left the chief gave thanlcs again for the bell (he can speak a 
little English), but at the same time he wanted to know when we 
would bring lumber for a church. One of the igloos had been vacated 
by its owner and fitted up as a church, and much ingenuity had been 
displayed in the matter, considering the materials with which they 
had to work. Their chief is anxious to have a school established at 
the village, and I think one should be opened there. 

ifi) After a visit of about \\ hours at Perry, the trip was con- 
tinued, and the afternoon of the 15th the ship hove to off Scotch Cap, 
XJnimak Island, to deliver the oil and other supplies for the light- 
station. There appeared to be too much surf on the rocky shore to 
permit of landing safely, and no attention was paid to our signal to 
send a boat, therefore we steamed across to Akun Cove and anchored 
near the Unalga^ which vessel had been directed to meet the Tahoma 
at that point. Mail was delivered to the VnoUga^ and there were sent 
on board of her for delivery the oil and stores for Scotch Cap and 
Cape Sarichef, and W. E. JPearson for transportation to the latter 
place. Pearson, some of the oil, and the supplies were subsequently 
landed at their respective destinations as heretofore reported. There 
was received from the Unalga^ for transportation to the hospital at 
Unalaska, a sick fisherman who had been taken from a vessel of the 
fishing fleet a few days previously. 

(/) During the night a radiogram was received from the deputy 
collector of customs, Unalaska, to the effect that the cannery ship 
Paramita had been beached at Lost Harbor, that the owner and part 
of the crew had reached Unalaska, and that the owner had no means 
of getting his men to Bristol Bay ; also the deputy collector desired 
the ship's papers brought to Unalaska. The Tahoma got under way 
at about 4 o clock, and a few hours later anchored near the wreck. 
The mate was temporarily in charge, the master having gone to 
Unalaska with the owner. There were about 160 people on board, 
nearly half the number being Chinamen. The ship was bound for 
Koggiung with machinery, me season's supply of stores, etc. She 
had struck the rocks near Ugamak Island shortly before 2 o'clock in 
the morning of May 14 during thick weather, had been worked clear 
of the reef, but was leaking badly, and was headed at first for Una- 
laska. Finding the water gaining rapidly the master decided to 
make Lost Harbor, if possible. He sailed through Akun Pass, a 
narrow channel used only by the small whaling steamers operating 
from the whaling station at Akutan Bay, and five hours after getting 
clear of the rocks ran the ship onto a good sand beach near the head 
of Lost Harbor. The ship then had 12 feet of water in her hold. 
She was full of water when boarded by the officer from the Tahoma 
and the mate reported her bottom badly damaged. When the officer 
returned to the Tahoma he brought witn him me papers desired and 
two of the crew of the Paramita.^ one suffering from a knife wound 
and the other the man who had inflicted the injury. We then left 
for Unalaska, increasing the speed in order to arrive in time for me 
to confer with the master and the owner of the Paramita as soon as 
practicable. The mate feared trouble with his crew, and I wired the 



98 ANNUAL REPORT OF THE COAST GUARD. 

Vnalga to go to Lost Harbor and await favorable weather to com- 
municate with Sarichef and Scotch Cap Light stations. The wind 
had increased to a gale during the night and the weather was thick. 

{g) The owner and the master of the Paramita were interviewed, 
and it was concluded that the chances for saving the ship and cargo 
were good, particularly if the services of divers could be secured, and 
a steam pump could be obtained to place upon the ship — she had a 
donkey boiler. The U. S. S. Buffalo was at Unalaska (she was over- 
hauling and repairing the naval radio stations in Alaska)^ and her 
commanding officer permitted her divers and outfit to sail on the 
Takoma when she left for Lost Harbor May 18. The Tahoma took 
with her the owner, master, and such of the crew of the Para/mita as 
had come to Unalaska, the two boats in which they had made the 
trip from Lost Harbor, and two steam pumps to be installed on the 
ship. The cutters arrived at Lost Harbor at about 10 p. m. of the 
18th, and began work on the Paramita the following morning. She 
was joined by the Unalga on the 21st, and both vessels endeavored 
to pump out the craft, working when weather would permit, but 
without success, and the latter part of the week it was decided that 
the ship could not be saved. It developed that the ship's port (in- 
shore) anchor had been let go when she was beached; she was forced 
diagonally over this anchor by heavy winds and the sea on her star- 
board quarter, and evidently with disastrous results, as some pieces 
of her bottom planking floated ashore. When this was known it was 
realized that the case was hopeless. The Unalga was directed to take 
the cannery crew (about 115 people) and such provisions as had been 
saved to their destination at the mouth of the iNaknek Kiver, and the 
Tahoma directed to take the shipwrecked seamen (except such as the 
owner desired to leave at the wreck) to Dutch llarbor, where pro- 
visions had been made for their care until such time as the mail 
steamer should call for them. The Tahoma landed the men at Dutch 
Harbor on the morning of May 29 ; they went out on the mail steamer 
which left Unalaska June 4. The diving crew and their outfit were 
returned to the Buffalo. The Urudga took the^ cannery crew and 
about 50 tons of stores to Naknek Kiver, near their destination. The 
men subsisted on the stores saved from the Paramita^ the Govern- 
ment beinff put to no expense in feeding them. 

(A) It being necessary to send mail and stores to the Seal Islands 
as soon as practicable (the Bear not having touched at St. George on 
her way to Nome), the Tahoma sailed May 31 for the islands, re- 
turning to Unalaska. Mail and stores had been delivered at St, 
George and St. Paul and outgoing mail brought down, an oppor- 
tunity having been given the people to answer their letters. 

(%) After returning from the islands the Tahoma remained in 
port cleaning boiler, taking in coal and fresh water, until June 
11, when she proceeded to sea for patrol duty on her station — 
Unalaska to the southeast end of Kodiak Island — on June 11. 
Her commanding officer was instructed to visit all fishing sta- 
tionsj canneries, and settlements within the limit of his cruising 
district, giving such assistance as he was able, and within the scope 
of his powers. He was instructed also to look into the case of the 
schooner Chas. Brown^ reported in distress at Kings Cove, she 
having put into that harbor when on a voyage from Unalaska to 
Kodiak, A board pronounced the schooner unseaworthy, Capt. 



r 



m: 



I 



I 



ANNUAL REPORT OF THE COAST GUARD. 99 

Crisp wired for instructions, the master having requested that the 
vessel be towed to her destination. Before my reply directing that 
the schooner be towed to the nearest safe harbor to the eastward of 
Kings Cove, at which the mail steamer calls were received, the 
TahoTTba started for Kodiak with the schooner in tow, and upon re- 
ceipt of my message the craft was left at Sand Point. The Tahoma 
patrolled as far eastward as off the southern end of Kodiak Island 
and in Bering Sea to a point some distance to the northeastward of 
Port MoUer. Various fishing stations, settlements, and harbors were 
visited, traverses were made over Davidson, Sannak, Slime, and 
Baird Banks, fishing vessels boarded, and medical assistance ren- 
dered as necessary. Charles Carrigan, a fisherman of the schooner 
Maid of Orleans^ was found to be so ill as to require hospital treat- 
ment. He was taken on board the Tahoma^ and upon the return of 
that vessel to TJnalaska July 2 transferred to the Jesse Lee -Home. 
Carrigan was subsequently sent to Seattle. The master of the 
schooner, which was fishing off Sannak, reported that he lost a fisher- 
man and a dory during a storm with thick fog about May 15. When 
the TahoTna arrived at Acherk Harbor, Sannak, it was learned that 
the man had succeeded in reaching that place and had fished from 
there ever since, being out then. The Tahoma ran out and spoke the 
Maid of Orleans and advised her master of the safety of the man. 
The ship returned to UnaJaska July 2, and at once took in coal and 
prepared for another cruise. 

{jD On the 14th the ship again left TJnalaska. This time she 
went to the Seal Islands to transfer Deputy Commissioner of Fish- 
eries E. Lester Jones and assistants from St. Paul to St. George on 
the 15th and to transfer the seal investigators (special commission) 
from St. George to St. Paul the same day. For some time she re- 
mained at the islands, doing much work for the special commis- 
sioners appointed to inquire into matters relating to the seals and for 
Deputy Commissioner of Fisheries E. Lester Jones in connection 
with his investigation of the internal affairs of the islands, taking 
the officials back and forth between St. George and St. Paul and 
to and from Otter Island and Walrus Island. It was intended that 
the ship should patrol around and off shore of the islands, but she 
was held near St. Paul most of the time, as the services of the United 
States commissioner and deputy United States marshal (officers of 
the ship) were required on shore in connection with certain reported 
violations of the Territorial laws. Several cases were heard by the 
commissioner. Two of the accused, officials on St. Paul, were bound 
over to appear before next year's grand jury at Dillingham, placed 
imder arrest by the deputy United States marshal — ^Lieut. Scam- 
mell-^brought to Unalaska on the 29th, and turned over to the local 
deputy United States marshal ; they were admitted to bail. The 
third defendant, an enlisted man of the Navy, who had been on duty 
at the radio station on St. Paul during the winter, was turned over 
to the Fish Commission steamer Albatross for delivery to the naval 
authorities at Bremerton Naval Station, Wash., for trial. The hear- 
ings above mentioned before the commissioner being completed and 
the fresh water having become exhausted, the Tahoma returned to 
Unalaska the 29th, as above noted, arriving at about 3 o'clock in the 
afternoon. She filled fresh- water tanks and bunkers and was ready 
for sea the following evening. 



100 ANNUAL EEPORT OF THE COAST GUARD. 

{k) On July 17 the following radiogram, signed "Smith, U. S. 
Fisheries Agent," had been received: 

I am instructed by Bureau of Fisheries to proceed about Au^st 1 throughout 
Yukon, and advised to seek revenue-cutter service, through you, to Nome or 
St Michaels. Your assistance implored as only hope. .Wire me, Johnson's 
cannery, Nushagak. 

A week later — July 2&— a radiogram was received from St. Paul, 
signed " Osgood, Parker, Preble " (the members on the part of the 
United States of the commission investigating seal conditions on the 
seal islands) , as follows : 

Six seal investigators request transportation St. Paul to St. George August 
3 and return August 6. Kitahara and Parker request transportation August 
8, St Paul to Unimak Pass, to meet Senator, if feasible, Nome to Seattle ; due 
at Pass August 9. 

I wired Mr. Smith (H. O. Smith) that I could not take him to 
Nome or St. Michaels without special authority from the depart- 
ment, but that if he would come to Unalaska on the mail steamer I 
would endeavor to place him on board a NcHue-bound steamer at 
Unimak Pass, the steamer being due there about August 1. To the 
seal investigators I replied as follows: 

Shall try arrange transportation requested your radiogram 25th. 

Mr. Smith arrived early on the morning of July 30 on the mail 
steamer Dirigoy went on board the Tahoma^ and was put on board 
the Victoria on the morning of August 1, the latter vessel being 
intercepted in Unimak Pass. 

{I) The Tahoma then proceeded to the seal islands, transported the 
six seal investigators from St. Paul to St. George, and two days later 
returned them to St. Paul. The cutter left St. Paul about noon of 
the 8th, having as passengers Messrs. C. H. Parker, B. W. Harmon, 
and T. Kitahara, of the special commission, and Mr. and Mrs. A. G. 
Whitney, who had been teachers at St. Paul, and on the afternoon 
of the 10th safely transferred them to the Victoria in Unimak Pass. 
The next day she investigated conditions at the village of Biorka, 
and returned to Unalaska in the afternoon. 

(m) The ship remained in port until the 19th, coaling, cleaning boiler, 
overhauling machinery, and doing other necessary work. She then 
cruised over the fishing banks to the northeastward (Slime and 
Baird) to off the entrance to the Ugashik Kiver, from which position 
she struck across to the westward for the Seal Islands. Although 
she cruised over the fishing grounds during daylight, but few fishing 
vessels were seen, most of them, doubtless, having left for their home 
ports. She patrolled around the islands, going to a distance of 
about 50 miles offshore, and returned to Unalaska September 4. 

{n) Being anxious for the Tahoma to pick up the shore parties at 
Atka, Kiska, and Attu, she left for the westward the afternoon of the 
7th. She took a quantity of stores and supplies, including 15 tons of 
coal in sacks and a bull, for the school-teachers at Atka, and had as 
passenger Deputy United States Marshal W. B. Hastings, for Atka 
and return. The commanding officer was instructed to make either 
the outward or the return trip to the southward of the islands,^ or at 
least to the southward of those west of Tanaga Island. That island 
was specified because patrol had been made earlier in the season 



. ANNUAL KEPORT OF THE COAST GUARD. 101 

along the Pacific Ocean side of the islands east of Tanaga and all 
alon^ the north side of the chain of islands. 

(o) The shore party at Sand Bay, an arm of Korovin Bay, Atka, 
was relieved on September 11 (the vessel arrived there the 10th), 
and three days later the one at Kiska was picked up. 

(p) From Kiska the ship proceeded to Attn, via the Bering Sea 
route, arriving on the 15th. Here it was learned that Carpenter 
J. W. Walker, in charge of the shore party, A. B. Somerville, a local 
trader, and a party of natives had oeen missing three weeks. A 
search was instituted for the people. They were found on the 18th 
on the Semichi Islands, where they had gone on the Trilby^ a small 
schooner belonging to Somerville, and where the vessel had stranded. 
The TaJuyma sailed from Attn early Sunday morning, the 20th, and 
proceeded to the schooner TrUby^ but, as the weather was not favor- 
able for wrecking operations, and deeming that the vessel could not 
be saved, shaped a course to the eastward, to the southward of the 
islands. At noon she was 12 miles east-northeast of Dog Cape, 
Agattu Island. At about 9 o'clock in the evening, and without any 
warning of danger, she struck on an uncharted reef in latitude 51° 42' 
N., longitude 175° 44' E., as was supposed, but which was later 
found to be about 9 miles to the northward of that position, in lati- 
tude 51° 53' N., longitude 175° 63' E. The radio distress call, 
"SO S," was sent out immediately, and promptly picked up by the 
naval radio stations of St. Paul and Unalga Island. Three mes- 
sages were received from Capt. Crisp before the ship's radio plant 
went out of commission, as follows : 

First: 

Tahoma on uncharted reef, with Buldir Island bearing northeast by north 
mag., 41 miles distant ; Agattu bearing west-northwest, distant 60 miles. Grave 
danger pounding. Nearest land Buldir 40 miles off. Send Senator, If weather 
comes bad, ship will fill. If forced to abandon, will attempt make Agattu. 

Cbisp. 

Second : 

Send fast ship Senator to lat 51"* 42' N., long. 175** 44' E.; first position 
sent 15 miles too far to westward. 

Third (5.15 a; m., September 21, 1914) : 

Appears impossible to 'save ship; water making rapidly as vessel pounds. 
Will remain by her and await help, but should vessel be^n to break up will 
try to make Agattu. 

Csisp. 

St. Paul radio station reported that the first call for assistance was 
heard about 9 p. m. and the last at 5.15 o'clock the following morn- 
ing. Immediately upon learning of the disaster every effort was 
made to send aid to the imperiled ship, but heavy weather came on, 
delaying relief craft, and it was not until early morning of the 22d 
that the first vessel — ^the Coast and Geodetic Survey steamer Patter- 
sofbj which was working about 55 miles from Unalaska and had to 
go to that place for coal before she could start — sailed for the 
Tahoma. I was in communication with the steamship Senator very 
soon after the accident ; she was then some distance to the southeast- 
ward of Sannak, bound from Seattle for Nome, but she did not start 
for the scene of the accident until about 9 a. m. of the 22d, when 
she was in Unimak Pass. As she approached Unalasska her master 



102 ANNUAL REPORT OP THE COAST GUARD. 

reported that he had no large scale charts of the islands and would 
call there and get them. To save time the small whaling steamer 
Kodiak took the charts out to the Senator^ aftd the latter continued 
to the westward. 

Just before 9 p. m. of the 22d communication was established with 
the Cordova in Bering Sea southbound from Nome, and she kept 
off for the scene of the wreck at a speed of a little over 11 knots. 
Of this fact the Senator was advised, and she kept away for her 
original destination. There having been so much delay in getting 
vessels started to the rescue, it was feared that if the Tahoma had 
been abandoned some of the boats might not have reached land, and 
therefore when the whaling steamer Kodiak came into the harbor 
of Unalaska about noon of the 22d I conferred with her master, and 
he promised to go to the aid of the distressed ship if permitted to do 
so by the president of the company owning the vessel, who was at 
Akutan Harbor, about 45 miles distant, where he would have to go 
for fuel oil, anyhow, before proceeding on so long a trip. She left 
within an hour for Akutan Harbor, and started to the rescue as soon 
as practicable. Under ordinary conditions she can steam more than 
10 knots per hour. 

{q) The three craft made all possible speed. The Cordova was 
the nrst to reach Kiska, where she arrived the morning of the 25th ; 
finding nothing there she cruised along the north side of Buldir 
Island, but with no better success. The PaMerson visited the wreck, 
and reported by radiogram as follows : 

September 26. 

Cordova reports Capt. Crisp and 31 men picked up in vicinity of Agattu; 
first boat picked up at sea 20 miles from Agattu; three boats; Cordova now 
searching near Agattu. Patterson and Kodiak arrived at wreck noon to-day; 
no boats seen. Boarded wreck; found decks awash; think it impossible to 
save anything. Patterson and Kodiak now searching between wreck and 
Agattu. * * * 

Subsequently Capt. Miller, of the Patterson^ who boarded the 
wreck and obtained observations in the vicinity, made the following 
statement to me: 

I boarded the wreck of the Tahoma on September 26, 1914. There was a 
16-foot swell at the time, with fair weather. There were heavy breakers 
about one-fourth mile southwestward of the wreck, but nearer to it the force 
of the sea was somewhat reduced by heavy kelp. The sea was breaking 
entirely across the deck, and over the top of the afterdeck house; all wood- 
work was broken out of the pilot house, and the starboard side of the pilot 
house filled with water to a depth of 6 feet with each sea. The vessel was 
full of water up to the spar deck for her entire length. The wreck had a list 
of about 45** to starboard and was resting firmly on the bottom. Masts and 
funnel were standing; the starboard anchor chain led toward the breakers 
on the starboard bow. The shoal is, roughly, 2 miles in extent, with no rocks 
above water; the part which breaks is about one-half mile in extent, and also 
about 2 miles southeastward of the wreck there are breakers. There are 
depths of 70 fathoms 5 miles from the wreck southeastward and westward. 

The Kodiak^ being faster than the Patterson^ overtook the latter 
in the vicinity of Kiska. A plan of action was arranged and a 
systematic search for the boats was begun. The Cordova picked 
up four boats, containing 58 persons, among whom was Capt. Crisp, 
wbose boat was found 30 miles to the eastward of Agattu Island 
early in the morning of the 26th. The other boats were found, one 
on the westernmost of the Semichi Islands, one at McDonald Bay 



ANNUAL BBPOBT OF THE COAST GUARD. 103 

(east end of Agattu Island), and one on the south side of that 
island, near its eastern end. All of these were rescued on the 26th. 
After continuing the search another day the Cordova had to aban- 
don the work because of lack of fuel and steamed for Seward, but 
later, at my request, made in compliance with instructions from the 
department, headed for Unalaska. She visited Attn twice during 
the search. 

(r) On the 28th the Pdtteraon picked up the remaining three 
boats, containing 29 persons, at the south side of Agattu Island, near 
its western end, thus accounting for all of those who were on the 
wrecked ship. The weather was thick and stormy at the time, and 
it was with difficulty that the signals of the shipwrecked people on 
shore were observed. As the PattersorHs coal supply was running 
short, and the wind fair for Unalaska, Capt. Miller started at once 
for that port, deeming it unwise to delay to find and communicate 
with the KodiaJc^ which vessel he knew could not continue the search 
more than two days longer. She made a good run, and arrived at 
Unalaska Saturday morning, October 3. The Cordova arrived at 
Akutan whaling station the afternoon of the 2d, took in fuel oil the 
following morning, and sailed for Dutch Harbor the forenoon of the 
4th, arriving there about 2 p. m. the same day. 

(«) The Kodiak^ the third rescuing vessel, probably did more 
searching than either of the others, but did not find any of the ship- 
wrecked people. Each member of her crew volunteered for the 
duty. Her master, C. C. Christiansen, was enthusiastic in the search, 
and greatly disappointed that at least one boat was not found by 
his ship. From an inspection of the tracks of the rescuing vessels, 
it is evident that the work of the Kodiak was thorough, as she cir- 
cumnavigated Attn Island, going into all of the bays, made two 
trips around Agattu, and visited the village on Attn twice, on the 
second visit getting fresh water for her boiler. The camping places 
of Lieut. Molloy's party and of Coxswain Petanz's men were visited 
shortly after the people had been taken away. The Kodiak arrived 
at Unalaska the 4th of October; she proceeded to her station at 
Akutan Harbor the same day. 

(^) As so many people could not be accommodated at Unalaska, 
quarters were arranged for the warrant officers and enlisted men in a 
large vacant house — ^the old hotel, which had been denuded of its 
furniture — at Dutch Harbor; two of the conmiissioned officers were 
quartered with the caretaker at the same place and the others at 
Unalaska. The shipwrecked people were destitute. Not being able 
to secure sufficient bedding at Unalaska, 35 mattresses, 50 blankets 
(double), and 40 pillows were procured from the Cordova. Kations 
for the warrant officers and enlisted men were furnished by the Bear^ 
which cutter sailed for Seattle October 14, having as passengers, be- 
sides the survivors of the Karluk^ Capt. Crisp, Lieuts. MoUoy and 
Scammell, and 41 members of the Tahoma's complement. Carpenter 
Walker and Ordinary Seaman Larsen, both of the McCuUoch^ and 
Seaman Combe, of the VncUga^ members of shore parties who were 
shipwrecked on the Tahoma^ were also sent on board the Bear for 
transportation to Seattle and San Francisco. A week later, October 
21, the Harming also sailed for Seattle, taking the remainder of the 
shipwrecked people, including Second Lieut, of Engineers Yeager 



104 ANNUAL REPORT OF THE COAST GUARD. 

and Asst. Surg. Thometz, both of whom had been assigned to duty 
on the ship. The men took the bedding with them, the ships being 
unable to supply any. It was subsequently agreed that the steamship 
company would take them back, making a charge for renovating 
them only. Some of the things became lost, but most of them have 
been returned. A voucher covering the expense of renovating them 
will be submitted as soon as practicable. 

(u) Most of the shipwrecked were in good physical condition, ex- 
cept as regards their feet, which gave much trouble. There was con- 
siderable swelling at first; after this subsided there was much pain, 
particularly at night, which prevented sleeping. A few of the men 
suffered severely and for a time could not walk ; many, including sev- 
eral officers, were lame and had not recovered when they left for 
Seattle. 

(v) A board of inquiry, of which Capts. F. G. Dodge and C. S. 
Cochran and First Lieut, of Engineers H. L. Boyd were members, 
and Second Lieut. P. H. Harrison was recorder, was appointed Octo- 
ber 7 to investigate matters relating to the loss of the Tahoma. The 
inquiry was completed late in the afternoon of October 13 and the 
record forwarded to the department the following day. The loss of 
the ship was an accident, for which no one was held responsible, and 
the board was of the opinion that no further proceedings in the case 
should be had. The proceedings, finding, and opinion of the board 
were approved, and, by direction of the department, the board was 
dissolved November 16, 1914. Because of the condition of the wreck 
as reported it was deemed useless to send a vessel to salve any of the 
outfits ; had it been earlier in the season, I should have sent a vessel 
of the fleet to endeavor to save the 6-pounders, the anchors and chains, 
etc. It is possible that the anchors and chains may be secured next 
season. 

The loss of the Tahoma deprives us of a fine ship and cripples the 
service on this coast. The monetary loss is considerable. But the 
wrecking of the ship brought out the qualities of the officers and 
crew, and their conduct under the trying and dangerous conditions 
to which they were subjected reflects much credit not only upon them- 
selves but upon the service at large. The fact that not one of the 87 
persons on board lost his life or received injury, although the dis- 
aster occurred in the open sea, about 82 miles from the nearest avail- 
able land, and in abandoning the wreck seven boats were used, two 
of them being less than 20 feet in length, speaks volumes for the 
discipline of the ship and the efficiency of the officers and crew ; and 
this IS accentuated when it is realized that the boats were at sea from 
three to five days, during which time gales and high seas were en- 
countered. Each boat was equipped carefully and as fully as its 
capacity would permit, and though forced to act independently — ^the 
boats became separated shortly after leaving the wreck — ^made the 
perilous trip safely, demonstrating the ability of those in charge. 

The Tahoma was attached to the Bering Sea fleet 149 days. 

11. Each vessel of the fleet cruised under one boiler at a speed of 
about 8 knots per hour, except in emergencies and when, under spe- 
cial circumstances, a greater speed was necessary. 

12. The coal furnished the ships at Unalaska was from Australian 
mines; it was free-burning lump and g:ave general satisfaction. 



ANNUAL BEPOBT OF THE COAST GUARD. 105 

SHQBE FABTIES. 

13. (a) Three shore parties were established on islands to the 
westward of Unalaska, each party consisting of a warrant officer and 
two enlisted men. There are native settlements on Attn and Atka 
Islands — one on each island; Kiska is uninhabited, but, in addition 
to the large harbor on its eastern side where the station was estab- 
lished, there are some 23 other harbors along the shores of the island 
where small craft can shelter and water and refit. The parties were 
landed at their respective stations by the UncUga about the middle of 
June, and each was provisioned for three months. They were picked 
up by the Tahoma about the middle of September, and were aboard 
that craft when she was wrecked. The Kiska party was well sheltered 
in two small houses (frame) erected some years ago by the Navy 
Department, and that the others might have equally good accommo- 
dations (tents had been used during previous seasons) two knock- 
down igloos had been purchased at Seattle and sent to Unalaska on 
the Tahoma. The materials were taken out on the TJnalga^ and the 
igloos were erected with the assistance of the ship's force. Each 
party was provided with a 19-foot dory (to which could be attached 
the 3-horsepower motor which was furnished for the purpose), an 
additional small boat, and a fair supply of cooking utensils, mess 
gear, and other necessary articles. 

(&) The officers in charge of the stations were given explicit in- 
structions, in writing. It was the intention to have each station 
visited in the middle of the season, but the detachment of the Unalga 
in July and the duties upon which the other vessels of the fleet were 
employed rendered such visit impossible. 

(c) With the exception of the small schooners Lettie and Trilby^ 
both of Unalaska, and owned and sailed by A, C. Goss and A. B. 
Somerville, traders, respectively, no vessels were seen. 

{d) A good lookout was maintained at each station throughout 
the season. The health of the parties was good, and the officers in 
charge report that their men gave no trouble. 

{e) At Attn, maintained from June 25 to September 16, Car- 
penter Walker continued the work of Gunner Kendrick, who had 
been in charge of the shore party at that place during seasons of 
1912 and 1913. Fish seemed not plentiful ; as usual, the natives were 
apathetic regarding a supply for the winter, and would not have 
secured sufficient to see them through the year had not Mr. Walker 
insisted that they fish. It is essential that the natives have at least 
a few hair seals and sea lions each year, and none of either can now 
be caught at Attu. Had a cutter visited the place in the middle of 
the season, I should have had her kill some sea lions at Buldir Island 
and take them to the villagers, as was done last season. Not only is 
it desirable that they have the meat of the animals, but the skins and 
intestines are necessary for making and repairing boats and boots, 
making rain cloths, etc. 

The village is in poor condition. The lumber taken there from 
Kiska last year for flooring barabaras was used for the purpose in- 
tended under the supervision of Mr. Walker and has made some 
improvement in those miserable habitations, but there was not suffi- 
cient to complete the work. The lumber had not been disturbed 
since it was landed there in September, 1913, although it was then 



106 ANNUAL BEPORT OF THE COAST GUARD. 

explained to the chief that it was for flooring, and he was told how 
to la^ the floors. This is indicative of the character of the natives. 
In his report Mr. Walker wrote as follows : 

During my stay at Attu I endeavored in a measure to somewhat improve the 
situation at the village. I had the natives clean the stream from which drink- 
ing water is obtained, dig holes near each barabara in which to throw all 
refuse and fish offal, and made them cover the same with sand, and gravel ; cut 
the grass between houses into a semblance of paths and keep them clear of 
rubbish; filled in all cesspools with gravel. I instructed the natives how to 
lay floors in their barabaras with the lumber brought by the Unalga from 
Kiska, but with the limited supply of lumber only about half of the floors could 
be covered. The floor in some of the native houses is bare earth, as are the 
walls. 

During wet weather water seeps through the walls and collects on the floor, 
forming a pool in the middle part, which is worn down by much tramping, and 
I saw to it that all the floors were leveled with sand and gravel. As well as 
I was able, I tried to impress upon the natives the danger arising from their 
filthy habits, and that only cleanliness can check their destruction. Nearly 
all of them appear to me as a layman to be affected with tuberculosis, syphilis, 
and other loathsome diseases. I persuaded them to expectorate into tin cans, 
of which there is an abundance, instead of on the floors; and they seemed to 
pay some attention to my wishes in the matter. 

Mr. Walker's predecessor made strenuous efforts to improve the 
sanitary conditions of the village, and with some success, during the 
time he was there, but it seems that constant supervision is necessary 
to obtain permanent benefits in this respect. There were no births 
and no deaths during the season. There are 52 natives on the 
island. 

(e) Kiska station, June 23 to September 13: When the party was 
landed as Kiska in the spring it was found that some persons had 
camped there since the departure of the shore party last fall. A 
barabara had been built near the houses and some lumber left under 
the old scow on the beach to dry had disappeared, and the indi- 
cations were that it had been used for firewood. The east door of 
the dwelling house was found open, and the building showed signs 
of having been entered recently; there were several inches of sand 
on the floor, and the stove was very rusty, but otherwise the house was 
in good condition. A notice on the bulkhead, and signed "A. C. 
Goss," stated that Atka natives had used the house for several days 
in April, this year. 

After landing the party the Unalga took on board the remainder 
of the available lumber (about 1,500 feet) for flooring barabaras, 
and it was subsequently left at Nikolski and Kashega for that 
purpose. 

The only evidence of people having visited the island elsewhere 
than at the station was the numerous pine stakes driven into the 
ground, evidently for the purpose of stretching and drying skins; 
most of the stakes were on the northwest coast, but some were but 
a short distance from the station. Apparently the stakes had not 
been used for about two years. 

The schooner Trilby^ Uapt. A. B. Somerville, and a crew of three 
natives spent a week (July 26-August 2) at Kiska when en route 
from Unalaska to Attu. She put into the harbor for water and to 
secure, if possible, some hair seals for food. 

In July a severe earth tremor of about a minute's duration was 
experienced. It did no damage to the buildings. 



ANNUAL BBPOBT OF THE COAST GUARD. 107 

Camp was broken September 13, the Tdhoma having arrived the 
previous evening. Practically all of the outfits were ta£:en on board 
that vessel and, with the exception of the dory, lost when she was 
wrecked about a week later. 

(/) Atka station, June 18 to September 11, 1914: The location of 
last season's camp having proved unsatisfactory, a new site was se- 
lected at Sand Bay, an arm of Korovin Bay, and the station igloo 
erected there. Before breaking camp the building was secured by 
placing rock ballast around it, with a pile of rocEs at each comer, 
and bracing it well; heavr moorinff lines were passed over the roof, 
set taut, and secured to heavy states driven well into the ground. 
Doubtless it will withstand the gales that sweep over the island dur- 
ing the winter. 

{g) Notwithstanding the fact that no marauding vessels have been 
seen by the shore parties since the establishment of the stations dur- 
ing the season of 1912, the stations serve a good purpose and should 
be continued. No doubt illegal sealing and hunting of sea otters 
soon will be started again. 

" M*CUIXOCH." 

14. (a) While the McCulloch was not a permanent unit of the 
Bering Sea fleet, she was placed by the department under my imme- 
diate orders for duty in connection with the fleet during the inter- 
val between the landing on the Seal Islands of certain special com- 
missioners and the assumption of her duties in connection with the 
floating court. Circumstances, however, prevented her performing 
any duty directly connected with the fleet. 

(5) She arrived at Unalaska June 20. having called at Aku- 
tan Harbor en route for fuel oil, and left at 5 p. m. for the 
Probilofs. She arrived at St. Paul the following afternoon (June 
21), landed passengers and maiL and sailed about 20 hours later 
for Seward or Valdez direct, to anord the commanding oflScer oppor- 
tunity to take a steamer for Seattle, that officer having been granted 
leave of absence on account of serious illness in his family. 

((?) The officials of the floating court reported on board July 15, 
and the McCulloch proceeded up Cooks Inlet and then to the west- 
ward through Shelikof Strait and among the islands, arriving 
at TJnalaska from Unga on July 26. She nad on board Judge F. 
Brown, Assistant United States Attorney W. H.^ Whittlesey, and 
other court officials, and several witnesses and prisoners. After a 
stay of three days at Unalaska the McCulloch sailed for Dillingham. 
As no fuel oil could be obtained at the Akutan whaling station, coal 
was taken on board for fuel. 

{d) On August 13 the vessel returned to Unalaska, and there 
being no cases to try at that place, remained onlv long enough to 
coal and water ship and to destroy the wreck oi the old whaling 
steamer Fearless^ which vessel sunk in the upper part of the inner 
harbor four years ago and was an obstruction to navigation; the 
work was performed satisfactorily, with the expenditure of three 
mines, on August 15, leaving 10^ fathoms of water over the wreck. 
August 16 the McCulloch sailed for the eastward, touching at Unga 
and Kodiak to hold court. No reports were received from the com- 

4943'*— 16 8 



108 ANNUAL BEPOBT OF THE COAST GUARD. 

manding officer after the vessel left Unga, but she reached San Fran- 
cisco September 23, returning via Kodiak, Valdez, and the '^ inside 
passage." 

" BEAB.'* 

15. (a) The Bear was at no time a part of the Bering Sea fleet. 
She was detailed to make the usual Arctic ciruise, but her command- 
ing officer had orders to report his command to me whenever he was 
within radio signal distance. 

She sailed from San Francisco May 1 for Unalaska. On May 21 
she reported by radiogram, giving her noon position of that date. 
The next day her commanding oflfcer was directed by radiogram to 
deliver, if possible, 100 or more gallons of kerosene at the Scotch 
Cap Light Station. She landed 100 gallons of oil and then con- 
tinued to Unalaska, arriving on the 23d. She brought various items 
of materials for repairs to buildings at Unalaska belonging to the 
service. 

(b) On May 27 the Bear sailed for the Pribilof Islands, carrying 
mail and provisions. From the islands she continued to Nome, car- 
rying as a passenger the sick wife of Dr. Esmond, the Government's 
medical officer at St. Paul. 

(c) The usual cruise in the northern part of the Bering Sea and 
the Arctic Ocean was made. When on the evening of September 20 
the report was received that the Tahoma had struck an unchartered 
reef and was in need of assistance, a radiogram was sent to the Bear 
directing that she proceed at once to the distressed craft. In ac- 
knowledging the message the commanding officer advised that he 
was then on his way to assist the steamer Corwin, ashore off Cape 
Douglas, and asked lurther instructions. Arrangements having been 
made for other vessels to proceed to the Tahoma^s aid, and as it 
would take the Bear at least 6 days to reach the scene of the acci- 
dent, she was instructed to continue to the assistance of the Corwin. 

{d) Certain necessary repairs to the Beards boiler were completed 
October 10, but she was delayed until late in the afternoon of the 
14th pending the completion of the inquiry into the loss of the 
Tahoma^ her commandmg officer being a member of the board of 
inquiry, when she sailed for Seattle via Victoria, British Columbia, 
having on board, in addition to the survivors of the Earluk, 3 officers 
and 41 members of the crew of the Tahoma. 

(e) The Bear called at Victoria, British Columbia, landed Karluk 
survivors, and proceeded to Seattle, where she arrived October 26. 
She sailed for San Francisco via Ladysmith, British Columbia, for 
coal November 4, and arrived at her destination seven days later. 

THE FISHING FLEET. 

18. (a) A number of trips were made over the fishing banks in the 
southeastern part of Bering Sea — ^^Slime and Baird — and over the 
Sannak and Davidson Banks, to give medical and other assistance as 
might be needed to fishing vessels and their crews. On each trip mail 
was taken, and as much of it as possible was delivered. The halibut 
banks near Kodiak Island and in the Gulf of Alaska were also vis- 
ited. Medical assistance was afforded in a number of cases, and two 
fishermen who needed hospital treatment were taken to Unalaska 



ANNUAL BEPOET OF THE COAST GUABD. 109 

and transferred to the Jesse Lee Home, which institution had an 
agreement to accept sick seamen for treatment and would take other 
patients. No more attention could have been ^ven the fishing fleet 
without neglecting other important duties required of the ships. 

(&) It was observed that some of the fishing vessels were not prop- 
erly outfitted for the health, comfort, and protection of those on 
board. I quote as follows from the report of Asst. Surg. T. C. Gallo- 
way, of the Unalga: 

Attention is called especially to sanitary conditions found on board cod-fishing 
schooners. These men are away from port for several months at a time, are 
especially exposed to uncleanliness and injury, and only rarely are able to 
receive attention from the medical officers of the revenue cutters. Certainly it 
seems they should be provided with all possible means to overcome these draw- 
bacl^s. 

Exactly the reverse, however, was found in most cases. In one notable In- 
stance, on board the schooner Oalilee, deplorable conditions emphasized the 
dangers to which the men may be exposed by the ignorance or indifference of 
the master or owner. Here the medicine chest was stocked with a few ancient 
and worthless drugs, no proper means were provided for simple dressings, nor 
were any facilities available for x)ersonal hygiene. The allowance of fresh 
water was scant and many of the men had no soap nor tow^s and could secure 
none on board. The few dirty rags they used to dry their hands only served 
to transfer infection. As a result of these things, over one-third of the crew 
were incapacitated and only by good fortune escaped serious complications. 

It should not be possible for such a condition of affairs to obtain 
on any fishing vessel. The law should state specifically the kinds 
and the quantity of each kind of drugs and medicines that should be 
in the medicine chest of each fishing vessel when she starts on a cruise 
and provide for a proper inspection to compel compliance with the 
law. The law should provide also for a medical examination of 
fishermen, and none except those who are hardy and robust and pre- 
sumably able to withstand the hardships incident to fishing on the 
contemplated cruise should be permitted to accept the employment. 
Neither of the men taken from the fishing vessels should have been 
permitted to go to sea in the vessels. To take such men is a detri- 
ment to the owners of a vessel and an injustice to the men themselves, 
and may result in expense to the Government. 

19. The track charts forwarded by to-day's mail under separate 
cover show that not as much patrol work has been done in the vicinity 
of the seal islands as in 1913. The contemplated cruise to St. 
Matthews and Nunivak Islands and the midsummer cruise to Attu 
had to be abandoned. This was due not to idleness on the part of 
the vessels of the fleet, but to the necessity for using the vessels for 
other purposes, and generally for work in connection with other 
departments of the Government. However, so far as practical re- 
sults are concerned, it seems that no harm has resulted. Probably 
there were no marauding vessels in Bering Sea engaged in pelagic 
sealing; there were no evidences on the rookeries that the seals had 
been hunted at sea and no suspicious-looking craft were seen. It is 
necessary, however, that a vigilant patrol be maintained. When seals 
become sufficiently plentiful to warrant the risk, there is no doubt 
pelagic sealing will again be undertaken. The Manning cruised ex- 
tensively in the Gulf of Alaska early in the season. 

(6) The Government agents on the Pribilof Islands reported a 
noticeable improvement in the rookeries since last season, and the 
special commissioners who visited the islands seemed to think their 



110 ANNUAL REPORT OF THE COAST GUARD. 

condition satisfactory. Undoubtedly the seal herd is increasing 
steadily and quite rapidly, indicating the wisdom of prohibiting 
pelagic sealing. Very few dead pups were seen on the rookeries — 
none that appeared to have died of starvation — and there were no 
gunshot wounds observable on the seals killed. 

(c) It is unfortunate that the vessels of the patrol fleet had to be 
withdrawn so often from their regular duties to perform various serv- 
ices for other departments of the Government, particularly those serv- 
ices for which the ships are not fitted and which interfere with the 
continuity of our work. Of course those services must be performed, 
and it would be unwise and uneconomical for each department to 
have a ship of its own for the purpose; but it is suggested that a 
ship of, say, about 1,500 tons measurement, fitted for handling freight 
and also having accommodations for a few passengers, be provided 
for doing the work of the several departments in Alaskan waters. 
This ship should be owned and operated by the Coast Guard, and 
such a vessel could perform all the work necessary for the seal 
islands, handle school and other supplies, transport reindeer as 
necessarv, carry natives, etc. There is sufficient work to keep a 
vessel or the kind busy three or four months each season. When not 
employed in Alaskan waters she could be used to great advantage as 
a relief ship when necessary to withdraw one of the regular cruising 
vessels from duty for repairs. 

(d) The patrol vessels cooperated with the Government agents 
mentioned when cruising in the vicinity of the Pribilof Islands. 
Such services as could be rendered for those agents were performed 
and the agents extended all courtesies to us. Mail for the islands 
was delivered as promptly after each arrival of the mail steamer at 
Unalaska as circumstances would permit. Transportation between 
St. Paul and St. George Islands was given to officials and to natives 
upon request, except for a short period, when, because of investiga- 
tions being held on the islands, no one was permitted to leave either 
island. A number of the natives was given passage to Unalaska and 
return. 

20. All of the villages of the Aleutian Islands were visited at least 
once and some several times during the season, and conditions at each 
investigated. In regard to these, I can not do better than quote from 
my report for the season of 1912 as follows : 

The physical and material' conditions of the natives were inquired into. 
Medical assistance was given in many cases. Physically the condition of the 
natives does not appear to have materially improved since last season. Tuber- 
culosis and venereal diseases are still prevalent. In some places, noticeably 
at Atka, sanitary measures are being observed to a limited extent, but the 
modes and methods of living of the natives are not conducive to health, and 
until these modes and methods undergo a radical change — and they will not, 
unless some white person with tact and force be placed in charge of each settle- 
ment — ^there wiU be no lasting improvement. Unless something be done, how- 
ever, the people will soon become practically extinct. They should not be moved 
away from the islands. There are objections, I think, to locating them all in 
one village, as well as arguments in favor of that disposition of them. It is 
desirable, of course, to eradicate disease and improve their general physical 
condition. This can not be accomplished unless the sufferers be under proper 
treatment. It is impracticable, of course, to establish a hospital in each settle- 
ment ; but a hospital might be maintained at, say, Unalaska, and the afflicted 
taken there. It might be objected, however, that this would so break up fami- 
lies as to render it inapplicable, unless all the people be moved to the place. 
There is not suflacient work at Unalaska to support any more people than are 



ANNU-AL KEPOBT OF THE COAST GUAED. Ill 

now there, and there is not much trapping at near-by Islands, places that can be 
reached by natives in their boats. It would be the same, in so far as trapping 
is concerned, in any other place, and no other island offers such opportunities 
for work in summer as does Unalaska. Therefore, should all the islanders be 
established in one village — which would be the best plan In so far as looking 
after their health is concerned — ^the Government would have to do much toward 
their support. Even now they are far from provident, and should the Govern- 
ment once begin serving them rations they would take advantage of it and soon 
become completely dependent — would not work at all. If the present villages 
be retained, more trapping can be done and the people be generally self-sustain- 
ing. None of the settlements is in what can be termed a really prosperous con- 
dition, but is believed all are better provided for the coming winter than they 
were last season. The natives of Biorka seem to be poorer than the others. 

The following extracts from the reports of Acting Asst. Surg. P. I. 
Carter, who was on duty on the Unalga during the season of 1913, 
regarding the native villages to the westward of Iliuliuk (Unalaska) 
are interesting, and are again quoted, as they are applicable to condi- 
tions found to prevail this year : 

Makushm (oW), Unalaska Island. — ^The barabaras are low and have no win- 
dows ; the only chance for any fresh air is through a little hole in the roof, and 
they keep this closed except when they have a fire in the barabaras. The bara- 
baras have dirt floors, the natives sleep on dirty straw, and use old rags and 
blankets for covering. They can get plenty of fresh water from a nearby stream. 
Their main occupation is fishing and hunting. The natives micturate and defe- 
cate just outside of their barabaras. 

Makushm (new)^ Unalaska Island. — ^There are four frame buUdings and nine 
barabaras at New Makushin. The sanitary condition is a little better here than 
at Old Makushin, the barabaras being larger, higher out of the ground, and 
better ventilated. 

Kashega, Unalaska Islam>d, — The barabaras are larger and better ventilated 
than those found at Makushin, each having two to three windows and dirt floors. 
The barabaras are fairly well furnished, several having cooking stoves, tables, 
chairs, and frame bedsteads. The natives keep their homes fairly clean. Occu- 
pation : The men hunt and fish, and the women make grass baskets. There are 
several large holes near the village which are used by the natives for water- 
closets. 

Chernofski, Unalaska Island. — ^The barabaras are fairly large — each having 
two holes near the roof for ventilation. The barabaras have wooden floors, 
glass windows, and are fairly well furnished Inside. The natives keep them- 
selves and their homes fairly clean. They all seem to be well clothed and have 
plenty to eat. They have dug large holes near their barabaras which they use 
for water-closets. Occupation : The men hunt and fish, the women make grass 
baskets. 

Nikolskiy Umnak Island. — The barabaras are low and ill ventilated ; a few of 
them have glass windows,, but these are always closed. The rooms are dark and 
dirty inside and very poorly furnished. Most of the natives sleep on beds made 
of straw. A few of the natives have cook stoves, but most of them cook by an 
open fire in the corner of one of the rooms. The natives are poorly clothed; 
several having complained of not having flour, tea, etc., but on inspecting their 
homes we found plenty of flsh and other kinds of meat. A small stream runs 
through the village. Occupation : The men hunt and fish, and the women make 
grass baskets. 

Nazany Atka Island. — ^The sanitary condition of this village is far better than 
any of the other villages I have inspected. The village Is situated on a small 
hill, and the natives have built gravel walks between all the barabaras and 
have dug ditches around their homes to drain the water from off their yards 
during the rainy season. Most of the barabaras have two rooms, one room, 
having a wood floor, is used as a living room and bed room for the entire family. 
The ventilation in most of the homes Is very poor, each of the barabaras having 
from one to two windows. Several of the homes are fairly well furnished, 
having cook stoves, tables, chairs, and frame bedsteads, but most of the natives 
still cook by the open fire. The natives are fairly well clothed, and all seem to 
have plenty to eat. Occupation : The men fish and hunt, and the women make 
grass baskets. 



112 ANNUAL BBPOET OF THE COAST GUAED. 

Chicaffof, Attn Island. — ^The sanitary condition of this village is very poor, 
all the barabaras are built on low ground, which is wet most of the time. The 
.barabaras are small, ill ventilated, and dark, most of them having only one 
window which is nailed closed. All but one have dirt floors, which are damp 
and cold. The barabaras are poorly furnished, most of the natives cook on open 
flres in the comer of one of the rooms. The natives are poorly clothed, and all 
complain of not having enough food, especially flour and tea. Practically all 
of the natives have a bad cough. Occupation : The men hunt and flsh, and the 
women make grass baskets. 

There has been no improvement at the villages of Biorka and 
Akutan since last season. The latter is close to the whaling station 
of the Pacific Sea Products Co., and consequently the inhabitants 
get ample whale meat. 

Fourteen deaths, mostlv of adults, and among them the chief and 
the best hunters, occurrea at Kazan village durmg the winter. Five 
of the deaths were due, probably, to pneumonia. There is no physi- 
cian at the place, but the local trader has some knowledge of medi- 
cine and was of great assistance to the stricken people. 

With the exception of Unalaska, Nikolski village has more children 
than any other village of the Aleutian Islands, and a school is much 
needed there. Several of the principal men of the settlement, in- 
cluding the chief, beffged to have a school established at their vil- 
lage. The people of Nikolski are poor, the catch of furs last winter 
scarcely netting them sufficient to purchase what now are considered 
the necessaries of life. 

The natives as a class are immoral, due, doubtless, to their methods 
of living, and improvement in this respect can not be looked for until 
thej shall be differently housed. Where a whole family and chance 
visitors (the people are very hospitable and take in strangers as well 
as friends) are huddled into one or two small, dark rooms — ^bara- 
baras of but one room are common — ^modesty and its attributes can 
not be expected. 

The Alaska Commercial Co. gives employment to many of the 
natives at Unalaska at times during the season and even sent to 
nearby villag:es for workmen to discharge cargoes. A number of 
Unalaska natives were employed at the Port MoUer salmon cannery 
during the fishing season, the company operating the plant giving the 
men transportation to Port Moller and return. But the native is 
not provident as a rule and is very independent in regard to work. 
He earns a little money and then stops work until he spends it. 
This trait of the native character sometimes causes embarrassment 
to the Alaska Commercial Co., which furnishes practically all the 
local employment for the villagers during the summer. In winter 
the natives trap, but the catch is not large and is of red fox exclu- 
sively. The hunting is not so good on any of the islands as for- 
merly. 

Last season an Attn trader released 11 young blue foxes on the 
Semichi Idands for propagating purposes and put 4 more there this 
year. A number of young foxes, and among them a litter of 9, was 
seen on the islands in September by people from the Tahoma^ and it 
is assumed that the venture will be a success. 

Several of the reindeer that were placed at Dutch Harbor in Sep- 
tember, 1913, died during the winter, and I saw but one fawn last 
summer. There appears not to be sufficient food on Amaknak Island 
for the animals. Of those that were released on Umnak Island at 



ANNUAL REPORT OF THE COAST GUARD. 113 

about the same time, most of them were seen by hmiters from the 
village of Nikolski (Umnak Island) during the winter; it is not 
known how many, if any, have died. No report has been received 
r^arding the 40 landed at Atka by the M arming in Aumist. 

21. The radiotelegraphic plants of the vessels of the fleet were sat- 
isfactory on the whole, and maintained in good condition. The elec- 
trician at headquarters did good service in connection with them, and 
also gave assistance to the naval radio station at Dutch Harbor, espe- 
cially in the matter of overhauling and repairing telephones. The 
latter gave trouble on several occasions, but were in good condition 
at the close of the season. 

22. As between Unalaska and Dutch Harbor as headquarters for 
the Bering Sea Fleet, the latter is considered the more desirable, and 
if the department decides to acquire either, it should be given the 
preference. It is easy of access, the buildings, of which there are a 
number, have been well cared for and appear in good condition, and 
the water supply is ample and of excellent quality. The wharf needs 
considerable repairing, much of the piling needing renewal. Should 
the place be purchased, it would be unnecessary, of course, to repair 
service buildings at Unalaska or to erect storehouses and diops 
there. Dutch Harbor has buildings for all our needs for years to 
come, though some might require equipping and slight alterations to 
answer our purposes. 

23. The officers and crews of the several vessels of the fleet rendered 
me cordial support, for which I desire to express my appreciation; 
it is to them that the success of the season's work is due. The health 
of the personnel was good throughout. 

24. The following recommendations are made: 

{a) That at least three vessels be assigned to patrol duty in the 
north Pacific Ocean and the Bering Sea next season. It is probable 
that one of the vessels could be detached from the duty, if necessary, 
the latter part of July. 

(&) That the vessel assigned to duty in the vicinity of Unimak 
Pass during the time fishing vessels and cannery ships are due to 

fo through the pass sail for her station not later than April 10. 
Fpon arrival at her station she has to go at once to Unalaska for 
coal and water and possibly to clean boiler, and therefore is absent 
from the pass for a time when she should be there. 

{c) That shore parties be established on Attn, Kiska, and Atka 
Islands, at the places where the shore parties were located this year, 
for dutv throughout next season. 

{d) That each shore station be provided with a portable radio- 
telegraph set capable of sending and receiving at a distance of about 
50 miles; that portable motors be furnished for the stations at Atka 
and Kiska. 

{e) That the powers of officers acting as United States commis- 
sioners be extended to give them authority to try insanity cases. 

(/) That the service acquire the land, buildings, wharf, etc., at 
Dutch Harbor and have that place as headquarters for the Bering 
Sea fleet. 

{g) That if the Dutch Harbor site be not acquired for headquar- 
ters for the Bering Sea fleet, (1) a suitable rat-proof warehouse be 
erected at Unalaska; (2) the old customhouse at Unalaska be fitted 



114 



ANNUAL BEPORT OF THE COAST GUARD. 



for a hospital (should the Dutch Harbor site be acquired, the build- 
ing there formerly used as a hospital should be fitted up for a hos- 
pital) ; (3) the reservoir from which fresh water for the ships is 
Erocured be fenced around ; and (4) the service buildings at Unalaska 
B inclosed by fences. 

(A) That a vessel of about 1,500 tons measurement, fitted for 
carrying freight and having limited passenger accommodations, be 
procured and operated by the serrice for the benefit of all depart- 
ments of the Government in Alaskiin waters and for a " relief ship " 
during the winter. 

(i) That each vessel of the fleet be furnished (1) an electric-driven 
sounding machine, (2) a submarine sentry, (3) a log that will reg- 
ister in the pilot house or on the bridge, and (4) a 1,200-pound kedge 
and a 200-f athom flexible wire cable, galvanized. 

(j) That a complete diving apparatus be furnished for use at 
the headquarters, and that persons capable of diving and operating 
the apparatus be on duty at the headquarters. 

(k) That a small machine shop be fitted out at the headquarters. 

(l) That a small motor boat be provided for use at the head- 
quarters. 

(m) That the quarters for the enlisted men at the headquarters 
be fitted out with bedding, etc., for at least 10 persons. 

Swnvinary. 



Name of -vessel. 



Tahoma 

Manning .... 
Uaalga. 

Totals. 



Days 

ttaebed 

to fleet. 



a 



149 
196 
104 



449 



Hours 
under 
way. 



Hrs. Jbfin. 
1,186 15 
2,907 07 
1,139 30 



5,232 52 



Miles 
cruised. 



9,439.5 

19,305.9 

8,578w0 



37,323.4 



Coal con- 
sumed. 



Ton». Lb8. 

983 348 

1,627 1,804 

610 220 



3,221 132 



Respectfully, 

W. E. RBYiN^OLDS, 

Corn/numding Bering Sea Fleet. 
The Secretary or the Treasxjry. 



REPORT OF THE LOSS OF THE " TAHOMA " BY HER COMMANDING OFFICER. 



Unalaska, Alaska, October 7, 19H. 

Sir : 1. In accordance with the provisions of article 168, paragraph 
2, of the Regulations, I have the honor to submit herewith the follow- 
ing report of the circumstances attending the loss at sea on September 
20 of the TahoTTia under my command on an uncharted reef in the 
North Pacific Ocean in latitude 51° 42' N., longitude 175° 44' E., 
dead reckoning. 

2. Having been directed by radio to return to Unalaska, south of 
the Aleutian Chain, and the morning of September 20 being fair and 
giving promise at daylight of continuing so the Tahoraa left Attu 



ANNUAL REPORT OF THE COAST GUARD. 115 

at 6.30 a. m. and proceeded at full speed for the south side of Alaid 
Island, the most western one of the Semechi group, intending, if 
circumstances permitted, to stop there long enough to strip the small 
schooner Trilfjy^ which had been wrecked and abandoned there sev- 
eral weeks before. This service had been requested by Capt. A. B. 
Somerville, of Attn, the master owner of the Trilhy^ who, together 
with Carpenter J. W. Walker and nine Attu natives, were rescued 
by the Tahoma from Alaid Island and carried to Attu on the 18th 
ultimo. 

3. Arriving south of Alaid Island, the weather and sea looked 
none too good for wrecking operations, and being convinced that the 
passages from Attu out into the north Pacific Ocean should be made 
in daylight (there are few, if any, soundings on the chart) it was 
deemed expedient to make for open water and a good offing before 
nightfall. At 9.33 a. m., therefore, a departure was taken, with the 
west end of Alaid Island bearing NE. by N. (magnetic), distant 3 
miles, patent log 36.1, and the course was set SE. by S. (magnetic) 
for a point on the chart showing 482 fathoms of water. Sounding 
every half hour, the cutter passed through the strait, which for con- 
venience is designated as the Semechi- Agattu Pass. 

4. At 1.30 p. m., having run 31 knots by patent log on the course 
above given and getting no bottom with the soundings, the course 
was changed to ESE. (magnetic) , with the intention of running on 
this line until midnight, when there was every reason to believe we 
would be on the edge of the 1,000-f athom curve. This course, accord- 
ing to the chart, TJnited States Coast and Geodetic Survey, No. 9102, 
herewith submitted, should have carried the Tahoma 28 miles outside 
of and to the southward of the two dangers marked "Position 
doubtful " on the chart referred to, lying to the southward of and 
near Buldir Island. 

6. There had been earlier in the day considerable northeast sea, 
but as the day advanced the sea went down and the weather condi- 
tions generally improved. I felt perfectly satisfied as to the safety 
of the ship and congratulated myself on having made the Semechi- 
Agattu Passage without seeing any broken water, kelp, or other signs 
of foul channel. Besides there was a line of very deep soundings on 
the chart just a little outside of the track the Tahoma would take. 

6. The afternoon wore away; the 8 o'clock reports were received, 
and the night grew very dark. It was practically calm, with mod- 
erate swell; wind southeast and light. Being in the cabin about 9 
p. m., suddenly there came a grating noise as the Tahomxi first took 
the bottom, followed by the signals to back full speed given by the 
officer of the deck, and then the crashing and pounding of the ship 
as she pitched forward over the reef, accompanied by the ringing of 
the general alarm. Upon the first indication of trouble I rushed on 
deck, making my way at once to the bridge. All hands, except the 
engine-room force on duty, had come on deck and were clearing away 
the boats. I gave hurried directions that the boats would be lowered 
to the rail only, outfitted there, griped in, and then to await further 
orders. 

The ship had come to a stop, but was pounding dreadfully. The 
engines had been backing full speed, but were now stopped. I at 
once took charge and sent men to sound all around the ship. A man 



116 ANNUAL BEPORT OF THE COAST GUARD. 

was sent to the searchlight, but the pounding of the vessel had frac- 
tured the supports of the projector and disabled this valuable instru- 
ment. The soundings showed that the ship was reef -locked. At no 
point could be found depth of water alongside the ship which gave 
promise of an exit. 

Meanwhile, as soundings were being taken, repeated efforts were 
made to back off the reef, first going slow and then increasing to full 
speed. The ship would slue from 2 to 4 points and move backward 
and forward a little as the engines were worked astern and ahead ; 
but in every case she would fetch up against the pinnacles of the reef, 
and the pounding and crashing being so severe the efforts to back 
off were discontinued, especially as the wheel and rudder were strik- 
ing the rocks, the engine stopping occasionally, the rudder extension 
stock forcing its way up through the spar deck, and the main steam 
pipe in the engine room puUea loose from the bulkhead flange, caus- 
mg a bad leak, and it was feared it would pull out altogether and 
scald the engineer's force. 

About 10.30 p. m., therefore, efforts to back off ceased, and boats 
were sent out around the ship to sound. Having discovered that there 
was now 2J fathoms of water under the stern, another attempt was 
made to back off, but ship moved only a few feet before her rudder, 
propeller, and imderwater body aft Drought up against more pin- 
nacles, and all attempts to get off the reef before daylight were 
abandoned. This was about midnight. 

7. When day broke, kelp could be observed all around the ship and 
for a distance of at least 1 mile. The sea broke occasionally on 
reefs over which there could not have been more than a fathom and 
a half to 2 fathoms of water, since it did not break in 3 fathoms. 
Sent the boats out to sound in all directions to ascertain the nearest 
deep water and if there was any exit from the reef-locked basin in 
which the Tahoma was imprisoned. Found no channel or exit 
through which it was possible to back off, steam ahead, or haul off 
with a planted anchor. Meanwhile, the feed pump and the fire pump 
had been put out of commission by broken water cylinders, caused 
by the heavy pounding of the vessel ; also earlier the fire pump sea 
suction valve casting was broken. The circulator pump now alone 
remained intact, and that pump was able to keep the water down in 
the engine room, but the breaking of the fire pump rendered it im- 
possible to free the fore and main holds which were rapidly filling. 

8. The following facts guided in my judgment to cease all efforts 
to back the Tahoma off the reef : First, the rudder was disabled, with 
both hand and steam gear out of commission. Second, water gaining 
rapidly in all compartments and all pumps broken but the circulator. 
Third, engines practically disabled by reason of the fact that going 
very slowly was the only thing left to be done, as water could not be 
put in the boiler fast enough by reason of broken feed pump and 
also on account of leaky mam steam pipe, and the propeller stopped 
by pinnacle rocks. 

9. Orders were given to drop an anchor to hold the ship on the 
reef, for as she moved backward and forward in the reef -locked 
basin it was feared she might drift over and sink in deep water. 
This did not happen, however, as the Tahoma^ ajfter moving a few 
feet, would fetch up against a new set of pinnacles and pound as 
heavily as before. 



ANNUAL REPOBT OF THE COAST GUARD. 117 

10. Calls of distress by radio were continually being sent out, St. 
Paul Island havinff heard and repeated our first calls shortly after 
9 p. m. of the day before. 

11. The boats were all provisioned and ready for lowering on the 
instant, but it was decided to stand by the ship until the very last 
moment, hoping that when the ship finally sank on the reefs and took 
the bottom she would remain upright with her main deck about 
awash or slightly above water and thus afford a safe place for await- 
ing help. The vessel, however, continued to poxmd heavily, and it 
was a foregone conclusion that she must soon sink ; but, it now being 
late in the afternoon and fearing that Tahoma might sink after 
nightfall, when conditions for leaving her would be vastly en- 
dangered, I decided, after a consultation with the officers, to sink 
her at once by stopping the circulator, opening the sea inlets and all 
berth deck air ports that could be gotten at. The vessel now com- 
menced to settle rapidly, especially by the head, where there was 
every reason to suppose a large hole had been made in her, and as she 
commenced to list to starboard instead of going down straight, as we 
had been led to hope from the soundings, I gave orders to abandon 
the ship at once. 

12. This was accomplished successfully and without any mishap 
whatever, an extra dory aboard taking 7 persons of the 17 extra 

Eeople on board. All boats now made fast to the 6-inch hawser and 
oom that had been previously paid out over the stem. The Tcchoma 
took the bottom with her starboard waist in the water, her spar deck 
listed at an angle of nearly 45 degrees, her stem down and near the 
water, and her poop high in the air. She had been tilted over by 
the pinnacle rocks: Ship's head about SSW.; wind same. 

13. As night approached the wind and sea increased and breakers 
began to appear all over the reef. Anticipating what might happen 
when the tioe turned, with the sea making all the time, it was decided 
to leave the scene and make for Agattu Island, a plan previously 
agreed upon after consultation with the line officers. A radio message 
had been sent the night before, which had been received by St. Paul 
Island, and which the TaJiom/i^s operators had repeated many times, 
that if forced to abandon the Tahoma the boats would make for the 
east end of Agattu Island. It was not deemed safe to make for Bulbir 
Island, the nearest land, nor for Easka, as there is good reason to 
suspect many breakers and outlying dangers, such as heavy tide rips 
and tide bores along their south shores. All this had been explained 
to the officers at the consultation, when it was decided to make for 
Agattu Island, and all of them heartily approved my suggestion. 

14. Having decided to abandon the scene, all boats were directed 
to cast off from the boom and steer WNW. for Agattu. It was found 
impossible and dangerous to attempt to keep together, as each boat 
was obliged to dodge the breakers on the shoal, and, night coming on 
rapidly, we were soon separated. It took over two hours for my 
boat (the gig) to work on the reef, kelp and breakers being encoun- 
tered during all that time. However, by good fortune the surf boat, 
otter boat and dory managed to keep together. At 8 p. m. that night 
I saw for the last time the lights that had been hoisted on the Tahoma. 

15. In closing this narrative of the loss of the Tahom^ one of our 
best cutters, I wish to state that it is with the deepest regret the fact 
is announced. I believe that when the circumstances of her naviga- 



118 ANNUAL KEPOBT OF THE COAST GUABD. 

tion that day are fully inquired into the department will acquit all 
officers concerned of any blame whatever. 

16. The position of the reef upon which the Tahoma struck has 
been given by dead reckoning. The next day after she struck the 
navigating officer obtained a Sumner's line about 8 a. m. and a lati- 
tude line at noon, but the sights were both poor owing to bad horizon 
and cloudy skies. This position is, however, given as latitude 51° 
50' N., longitude 175° 36' E. The position obtained by the Coast 
Survey steamer Patterson is latitude 51° 53' N., longitude lt5° 53' E. 
This last position, if correct, shows that the Tahoma was set to the 
northward of her line 11 miles, and to the eastward 5^ miles, but 
with this set, the reef upon which she struck was from 17 to 20 miles 
to the southward of the two dangers marked " position doubtful " on 
the chart which was used. United States Coast and Geodetic Survey 
No. 9102. 

17. The courses were all set by the standard compass and the steer- 
ing compass* checked to the standard. I am fully convinced that the 
errors as posted and used for both compasses were substantially 
correct. 

18. A short account of the voyage of each boat from the time of 
abandoning ship until each particular boat's crew was rescued by the 
steamships Cordova and Patterson^ is appended hereto. 

Respectfully, 

R. O. Crisp. 
To the Commanding Officer, 

Bering Sea Fleet, 



WRECK. OF THE STEAMER " HANALEI " AT BOLINAS POINT, CAL., NOVEM- 
BER 23, 1914. 

The steamer Hanalei^ of Los Angeles, Cal., 666 gross tons, and 
commanded by Capt. J. J. Carey, with a cargo of railroad ties and 
shingles, left Eureka, Cal., November 22, bound for San Francisco, 
and was wrecked on Bolinas Point, about 16 miles from Point Reyes, 
at about 12.50 p. m. of November 23, 1914, with a loss of 23 lives. 

It appears that when the ship reached the vicinity of Point Reyes 
the weather was foggy, but the buildings on the point could be seen 
sufficiently well to enable the captain to recognize the lighthouse. 
After proceeding to the southward a sufficient distance to make it 
safe to haul for Duxbury Reef he ordered the course to be changed, 
this being the usual procedure in going from Point Reyes to Dux- 
bury Reef whistling buoy. At 12.30 p. m. breakers were discovered 
ahead and before anything could be done to avert disaster the vessel 
ran hard and fast on the reefs off Bolinas Point, 2J miles to the 
northward of the end of Duxbury Reef. Wireless calls for assistance 
were immediately sent out, but the first call gave an erroneous posi- 
tion for the vessel. The conditions of the sea and the difficulty of 
maneuvering boats around the wreck made it impossible to do any- 
thing further. Had the real position of the vessel been known in the 
first instance, when the message calling for help reached the office of 
the Life-Saving Service in San Francisco, at about 1 p. m., a differ- 
ent plan of operations undoubtedly would have been instituted by 



ANNUAL BEPORT OF THE COAST GUARD. 119 

the district oflELcer from that which was pursued. As it was, the 
office having been informed by radio at 1 p. m. that the Handlei was 
on shore at Duxbury Reef, steps were immediately taken to render 
aid by sending the power lifeboats from the Bonita Point and Fort 
Point life-saving stations and to have the revenue cutter McCvZ- 
loch proceed also to the supposed scene of the wreck by sea, it being 
impossible to operate the beach apparatus if the vessel was on Dux- 
bury Eeef. 

The Point Bonita and Fort Point crews were underway with their 
power boats Majestic and Defender in less than 30 minutes after 
the receipt of the news of the disaster. The revenue-cutter McGul- 
loch had received the radio S. O. S. message of the Handlei^ independ- 
ently, at 12.30 p. m. At 1 o'clock she was underway and proceeding 
to sea. The weather was foggy, with a light westerly wind and a 
very heavy westerly swell. The lifeboats reached Duxbury Eeef at 
about 3.30 p. m. and immediately began a search for the wreck. The 
fog, which earlier in the day had been of medium density, was now 
almost impenetrable. The steam whistles of several vessels which 
had been attracted to the vicinity by the call for assistance were 
blowing continuously and added to the difficulties of the search. 
Finally, by running close in to the shore — in fact, inside the line of 
breakers — ^the lifeboats reached the point where the Handlei had 
grounded and immediately began to maneuver their boats for posi- 
tion most favorable to take off the imperiled people. This proved to 
be a most hazardous undertaking. The vessel had pounded over the 
reef where she first struck, until at the time the lifeboats reached the 
scene she lay with her head to the eastward and listed to starboard 
at an angle of 45°. This exposed her deck to the full force of the 
heavy swells, which were gradually pounding her to pieces. The 
fore part of the vessel lay in deeper water on the inner side of the 
reef and was almost submerged. The pasengers and crew were gath- 
ered on the upper side of the port quarter, being sheltered by the 
house from the blowing spray. 

Both power lifeboats adopted the same plan of operation, that is 
to say, an attempt was made to reach the lee side of the wreck, the 
Defender choosing to go around the stern and the Majestic around 
the bow. Every precaution known to skilled boatmen was taken to 
carry out this project, and it would undoubtedly have been successful 
had it not been for the failure of the motors to work under the 
peculiar conditions which obtained at this time. While it is true 
there was very little wind blowing, the heavy swell was sweeping in 
from the westward, and when it reached the reef broke into a high, 
short-footed,' and angry surf, in which it was most difficult for any 
tdnd of a boat to live. Notwithstanding these conditions, the heavy 
power boats were twice headed for the wreck and twice compelled 
to work their way out into the smooth water because of the failure 
of the motors to work in the exceedingly heavy surf. The third 
attempt to reach the vessel ended in disaster to the power lifeboat 
Defender^ which was capsized. All of the crew managed to hang on 
as she righted save Keeper Clark and Surf man StolL Upon reach- 
ing the surface after the capsize the keeper found himself 40 feet 
distant from the boat, and, as she righted almost instantly, some idea 
of the violence of the sea may be obtained by noting this circum- 
stance. 



120 . ANNUAL BBPOBT OF THE COAST GUARD. 

His presence of mind, however, did not desert him. Seeing the 
boat in great danger of being swept on to the shore, he called out 
to the crew to take the lifeboat out into smooth water and then en- 
deavor to start the motor again. He next counseled Surfman Stoll 
to try to reach the wreck for refuge, and, being himself a very power- 
ful swimmer, decided his best plan was to try and reach the beach 
and send word back to the city as quickly as possible the real posi- 
tion of the Hanalei and explain the necessity for the immediate for- 
warding of the beach apparatus gear. He accordingly started for 
the shore, with full confidence of his ability to reach it in a few 
minutes' hard swimming. The story of his persistent effort to swim 
to the beach through the surf boiling over the jagged rocks and of 
his battle against the strong adverse currents, three times being 
swept out to sea, once entirely around the Hanalei and twice in a 
circle inside the wreck, is one of heroic struggles in the line of duty. 
After two hours and a half in the water, he finally reached a point 
near enough to the beach to be rescued in an unconscious state by 
people on shore. 

After the capsize of the Defender^ darkness, a dense fog, and the 
increasing sea on the reef prevented anything more from being ac- 
complished by boats until daylight. Both lifeboats therefore went 
alongside the McCvUoch^ which had in the meantime .anchored as 
close as possible to the scene of the wreck. 

Meanwhile, at headquarters in San Francisco, the life-saving offi- 
cers were anxiously awaiting news from the wreck. At 8 p. m. a 
motor truck, furnished by a San Francisco newspaper, was placed 
at the disposal of Keeper Nelson of the Golden Gate Station, and, 
having loaded the beach apparatus gear on the truck, he and his 
crew of seven men crossed the bay to Sausalito and proceeded over- 
land to the scene of the wreck. The approximate distance from the 
Golden Gate Station to Bolinas Point by the road taken' is 60 miles. 
The road traverses a mountain range, densely forested in parts, and 
is notable throughout the State as being one of the narrowest and 
most crooked roads in existence. The night was dark and foggy 
and in many places the progress of the expedition overland was at a 
foot pace. In some places on the road it was necessary to reverse and 
back the motor truck up a hill. On portions of the road where speed 
was possible the big, lumbering machine was driven at its full ca- 
pacity, and it was with difficulty that the crew maintained their 
positions on the truck. 

In spite of all these difficulties Keeper Nelson arrived at the scene 
of the wreck at 2 a. m., and immediately began his operations which 
resulted ultimately in the saving of 29 human lives. A number of 
lines were shot at the wreck, but of the six which were fired none 
were secured by the people on the Hanalei. About 3.30 a. m. of the 
24th the crashing of timbers indicated that the wreck was breaking 
up. The keeper immediately shifted his base of operations from the 
top of the bluff to the beach, and as soon as he saw portions of wreck- 
age drifting in, with people from the wreck clinging thereto, lie 
began to fire shots across this wreckage, hoping thus to furnish the 
imperiled people a means of escape. From this time on the work of 
rescue proceeded under difficulties and amid great dangers. The sea 
had risen during the night and the heavy surf was beating on the 



ANNUAT. REPORT OF THE COAST GUAEI>. 121 

shore. For a distance of 200 yards off the beach, extending for a 
mile on either side of the wreckj the water was literally covered with 
grinding, tossing material, consisting of portions of the wrecked yes- 
sel and ner cargo of railroad ties and shingles, in the midst of which 
the spviving passengers and crew were battling for their lives. 

Joining hands and forming a living chain the rescuei*s rushed into 
the water wherever a hmnan form was seen struggling, sometimes 
beaten back bjr the force of the surf or battered by floating wreckage, 
sometimes entirely submerged, and again taking desperate risks by 
crawling over the larger portions or the flotsam in the surf, they 
held vafiantly to their work for nearly four hours until every soii 
had been saved that could be reached. Out of the 30 persons thus 
hauled up on the beach only one was lost. With the coming of day- 
light and the cessation of the work of rescue the lifesavers themselves 
were found to be in a pitiable condition, their clothing stripped to 
tatters and their bodies covered with bruises and cuts from head to 
foot. 

With this brief description of the work of the crew of the Golden 
Gate station it is now necessary to the continuity of the narrative, to 
return to the revenue cutter McCuUoch^ where the power lifeboats 
Majestic and Defender had taken refuge for the night. 

At the first break of dawn Keeper Nutter assembled his men, and 
after ascertaining that the power boat Defender was still in no con- 
dition for immediate service, directed two of the crew of that boat 
to join him in the Majestic^ and immediately set out for the scene of 
the wreck, having had no intimation of what had occurred since leav- 
ing the scene the night before. In the growing li^ht of the early 
morning, with a heavy fog, made more dense and mipenetrable by 
smoke from the bonfires on shore, the keeper, with great skill and 
daring, maneuvered the Majestic in toward the beach through tiiie 
dangerous outlying reefs, over which a tremendous sea was break- 
ing, and succeeded in getting into the comparatively calmer waters 
between the outer reef and the surf line oi the shore. There is no 
doubt that the presence of the large quantities of oil on the water 
made this feat possible, which under ordinary conditions would have 
been beyond the power of man. The Eanalei^ which had been left 
lying on the reei the night before, had disappeared. The people 
were nowhere to be seen. In their place objects, which at first gave 
no semblance of humanity, floated amidst the mass of wreckage of the 
ship, covered with oil, and so completely exhausted from exposure 
of over two hours in the water that the living among them were in 
most cases too helpless to even make signals. Bending all their 
energies to the task, the life-savers picked up every body, living or 
dead, from out the mass of wreckage. In one instance Surfman 
Maxwell leaped overboard and supported two struggling survivors 
until the boat could be maneuvered into a position to rescue them. 
Thirteen survivors were thus picked up and conveyed to the McCul- 
loch^ where better means of providing for their resuscitation could 
be had. The lifeboat returned at once and, assisted by two boats 
maimed by the McCuTLocKs crew, the debris of the wreck was 
searched for the living and dead until no further hope remained of 
accomplishing more. Tifteen bodies were thus recovered and taken 
to the McCmloch. The 13 persons rescued by Keeper Nutter and 
his men, together with the 29 rescued by keeper Nelson and his crew 



122 ANNUAL BEPOET OF THE COAST GUARD. 

and 1 person saved by the employees of the shore radio station, made 
up the 43 persons saved on this occasion. 

The condition of the survivors was pitiable. They were coated 
with fuel oil from head to foot, their clothing was in tatters, and 
the faces and bodies of some were covered with wounds. Fir^ aid 
was administered on board the cutter. They were carried to the 
cabin and stripped, their noses and throats were freed of oil, and 
their limbs chaied. Stimulants were administered also, and those 
in need of further restorative treatment were given artificial respira- 
tion. Each person was fitted with dry underclothing. A radio 
message was sent to San Francisco asking that physicians and 
nurses be dispatched to the scene. The McGulloch set out at 9 p. m. 
at full speed for the city. She was boarded in the Golden Gate by 
several surgeons and nurses of the Public Health Service, who took 
charge of the patients. Arriving at the dock in San Francisco the 
survivors were removed to ambulances and taken to hospitals. The 
coroner took charge of the 15 bodies. 

In accordance with the requirements of law the circumstances 
connected with the loss of life in this shipwreck were thoroughly 
investigated by an officer of the Coast Guard, who reported that — 

In conclusion, the wreck of the Hanalei, with the consequent loss of 23 lives, 
was particularly distressing on account of the fact that it occurred at a point 
comparatively a short distance from port, and the circumstances were such 
that it was Impossible to reach the scene with the means of rescue in time to 
save all on board. Added to this, the arrival of the victims at San Francisco, 
viewed by the thousands of people who had collected on the wharf to meet the 
McCuUochy lent additional horror to the tragedy. It is only natural under the 
circumstances that public opinion should have been centered in an effort to 
discover some one responsible for the accident upon whom this resentment 
could be vented. The first clamor of the public press against the efliciency of 
the service was, as usual, hysterical in character and unjust. Later, when the 
first wave of horror had subsided, a clearer view of the situation was obtained 
and the real cause of the accident became known. After a most thorough 
Investigation of all the circumstances attending the loss of this vessel nothing 
but the highest praise is now heard concerning the conduct of the members of 
the service on this occasion. 



REPORT OF ST. MARYS RIVER PATROL, SEASON OP 1914. 

U. S. Coast Guard Cutter " Mackinac," 
Savlt Ste. Mariey Mich.^ Deceinber 23^ 19H. 

Sir : 1. I have the honor to submit the following report of work 
performed by the St. Marys Kiver patrol during the season of navi- 
gation, 1914. 

2. Navigation opened this year with the passage of the first 
steamer up the St. Marys Kiver on April 22, and closed on December 
13, when the last vessel passed through the locks upbound. 

3. The Macki/nac was placed in commission April 20 and stood 
down the river and opened all lookout stations below the locks. 
Heavy ice was encountered in lower West Neebish Channel, and was 
broken out in order to reach No. 5 Lookout Station. 

4. On the 24th the Mackinac broke out the ice in Mud Lake as far 
as Pilot Island Range, four down-bound steamers following. The 
ice was already somewhat broken up on Sailors Encampment Eange, 
and upbound vessels passed in considerable numbers. Upon visiting 
station No. 6, found that ice had piled up during the winter and 



ANNUAL BEPOBT OF THE COAST GUABD. 



123 



had damaged the crib and boat landing. The following day tem- 
porary repairs were completed and the station opened. By this time 
ice conditions both above and below the locks were not bad and navi- 
gation was fully established. 

5. The present season has been remarkably free from accidents and 
few congestions have occurred, none of them serious and all easily 
handled. There have also been comparatively few violations of law. 
Vessels were boarded and examined at such times as seemed most 
expedient, and motor boats were rigidly looked after, the launches 
Vigilant and 21-D being especially useful in this duty. The follow- 
ing compilations show amount of traffic and work performed : 

Vessel passages through 8t, Marys River. 



Month. 



Ajpra 

May 

June 

July 

August.... 
September. 

October 

November. 
Decembco:. 

Total 



Vessels. 



252 
1,863 
2,066 
2,142 
2,158 
2,043 
1,901 
1,126 

176 



13,726 



Barges. 



4 
195 
189 
199 
183 
149 
118 
34 

3 



1,074 



TotaL 



266 
2,068 
2,255 
2,341 
2,341 
2,192 
2,019 
1,160 

178 



14,801 



Reports and warnings, violation of : 

St. Marys River rules — 

Reported 10 

Warned l 48 

Pilot rules, Great Lakes, etc. — 

Reported 

Warned 2 

Motor-boat laws — 

Reported 34 

Warned 

Other navigation laws — 

Reported 

Warned 8 

Number of vessels boarded and examined (exclusive of motor boats) : 

Foreign 9 

American 280 

Total 289 

Number of motor boats boarded and examined: 

American 377 

Foreign 22 

Total 399 

Eleven cases of assistance rendered. 
One derelict located and identified. 

The above compilations of vessels passing through the river were 
made from the log book of No. 3 lookout station, which records both 
up and down bound vessels. There is, however, some local shipping 
from the two cities here below the locks to points above. These vessels 
are not included in the above list, hence there will be some discrep- 
ancies between the figures submitted and those of the lock authorities, 

4943**— 15 9 



124 ANNUAL BEPORT OF THE COAST GUARD. 

who also record all tugs and barges engaged in the vicinity of the 
locks, which are constantly passing through in connection with con- 
struction work, 

6. In cases of warning the closest investigations showed that either 
sufficient evidence could not be obtained to sustain the case or else 
that the offense was manifestly technical, unintentional, or unavoid- 
able. Naturally most cases of report have been appeal^ by masters 
or owners, but the general attitude of both large vessels and launches 
toward the rules and patrol in general has been excellent. 

7. The completion and opening of the^ third (American) lock this 
fall will next year greatly facilitate shipping and tend to prevent 
delavs and resulting congestions in the vicinity of the locks. A 
marked increase in traffic oyer the past season is expected. 

8. As regards patrol equipment I would refer to the joint report 
submitted by Lieut. Wheeler and myself imder date of November 17, 
1914. The personnel of the patrol has proved generally satisfactory 
and efficient. Lieut. Sexton, who has been here since September 22, 
1914, has shown excellent adaptability for the work, and I trust the 
department may see its way clear to reassign him to the Mackinac 
next spring. The enlisted force have been thoroughly drilled in their 
duties and have shown proper discretion in their execution. 

9. The Mackinac^iih stations No. 3, No. 4, and No. 6, were placed 
out of commission December 16, the launches and stations No. 1, No. 
2, and No. 6 having been previously laid up, as necessity for their 
services no longer existed. Although the last vessel passed up De- 
cember 13, several vessels were reported down bound, and the Macki- 
nac and stations on the down-bound channel were kept in commission 
on that account. Upon learning that the vessels in question had 
decided to remain in Lake Superior there was no further need of the 
patrol, and the vessel and stations were laid up for the winter. 

10. In conclusion I would call the attention of the department to 
the small number of violations of law during the past season. This 
I consider an excellent commentary not only on the attitude of ship- 
masters toward the rules, but on the efficiency of the rules and the 
system maintained for their enforcement. 

Respectfully, 

Eben Barker, 

Conmianding, 
The Secretary of the Treasury, 

Washington^ D. C. 



REPORT OF ASSISTANCE RENDERED THE STEAMER " EVELYN " OFF THE NEW 

JERSEY COAST. 

On February 5, 1915, in answer to distress messages from the 
Coast Guard stations along the New Jersey coast and pursuant to 
mformation received from the division commander, the Mohawk 
proceeded in search of the steamer Evelyn reported off Beach Haven, 
N. J., as of 10 a. m. that day. All speed possible under three boilers 
was maintained until 4.15 p. m., when the Mohawk came up with the 
Evelyn to the northward of Barnegat Light. Found her well down 
by the head and making slow speed through the water. Her master 



ANNUAL REPORT OF THE COAST GUARD. 125 

stated that the fore hold was full of water and the ship short of 
coal, and that owing to the threatening appearance of the weather 
he was in urgent need of our assistance. The Mohawk maneuvered 
and laid a line across the Evelyn^a bow, and in 20 minutes a 10-inch 
line was made fast and the cutter started ahead. Worked gradually 
up to a moderate speed, but soon found that easy towing was out of 
the question. Drawing considerable water forward, the Evelyn was 
unable to steer, and the occasional heavy southeasterly swells caused 
her to sheer badly. During the time she was in tow, the Mohawk 
was compelled to make complete swings with starboard helm four 
times to straighten out on the course. Attempts were made to regu- 
late the steering of the Evelyn by the use of her engines, but this 
was finally abandoned, the sheering at these times being worse than 
before. The tug John Timndns having arrived on the scene, her 
assistance was accepted by the Evelyn^ and the tug made fast at the 
Evelyn^s stem and endeavored to keep her in line behind the 
Mohawk with some degree of success. About 10 p. m., during an 
unusually bad sheer of the disabled steamer the MohawWa 10-inch 
line parted at the Evelyn's bow, and to further complicate matters 
the tug got a line in her propeller, as did likewise the Evelyn. It 
being impracticable to use boats at this time, the cutter was again 
maneuvered to a position ahead of the Evelyn and a line again laid 
across her bow. Considerable difficulty was experienced throughout 
the night watches owing to the extreme darkness and the increase 
in the violence of the sea after nightfall. Having by this time real- 
ized the difficulty of making harbor it was decided to continue opera- 
tions at least to the extent of reaching the channel buoy before the 
announced southeasterly storm would reach its height, and accord- 
ingly all hands were kept on deck and good progress was made con- 
sidering the attending difficulties. At midnight, having reached the 
entrance to the Ambrose Channel, it was decided to wait until day- 
light before attempting the navigation of the channel. The lines 
were therefore got aboard, the Evelyn anchored to the northward 
of the channel entrance, and the Mohawk nearby. It was necessary 
for the cutter to continue work because the Evelyn proved a very 
unwieldy tow and the master of the seagoing tug Tim/mins expressed 
serious doubt as to his ability to handle the situation alone. The next 
morning (February 6), as soon as the fog lifted, the Mohawk stood 
over to the Evelyn, passed the 10-inch line on board and proceeded 
up channel at the best speed possible, the John Tim/mins assisting. 
Eeached Quarantine after 3 p. m. and there turned the Evelyn over 
to the tugs F. B. Dalzell and John Tirwmins, according to the wishes 
of her owners. The master came aboard to acquaint the commanding 
officer with the conditions on board the Evelyn and to express his 
appreciation of the services rendered him and his vessel. He stated 
that the degree of distress was considerably worse than originally 
indicated, inasmuch as his condenser leaked badly and the shortage 
referred to was due to the fact that an excessive amount of coal had 
been used in steaming through the gales encountered after leaving 
Bermuda. He also gave a short statement of the vicissitudes of the 
vessel since leaving the United States. The Evelyn had left New 
York the first part of January, 1915, with a cargo of horses con- 
signed to the war zone in Europe, but extremely bad weather was 



126 ANNUAL KBPOBT OF THE COAST GUABD. 

encountered and the entire cargo was lost, the Evelyn putting into 
Bermuda in distress. While piloting into Bermuda she struck a 
reef and started some of her plates forward. Temporary repairs 
were made for the run back to the United States, but were not sub- 
stantial enough to hold until the vessel reached her home port, and 
this accounted for the plight she was in when found by the Mohawk. 



WRECK OF THE SCHOONER " JOSEPHINE " NEAR THE KHX DEVHi HHXS 

STATION, N. C. 

The Josephine was a four-masted schooner of 639 tons, of Balti- 
more, Md. She sailed from Savannah, Ga., for New York City 
March 26 with a cargo of lumber. On March 31, when off Cape 
Lookout, she ran into a storm of exceptional severity. Buffeted by 
wind and sea for three days or more, she lost practically all her sails 
and also became water-logged, and to keep her from sinking her 
master headed her for the beach. She struck the shoals off Kill 
Devil Hills, N. C, about noon of April 3, at a point nearly 2 miles 
south of the Coast Guard station oi the same name. In less than 
an hour after she stranded the terrific hammering of the breakers 
broke her in two. Of her crew of seven persons, three — ^the master 
and two seamen — were lost. The four others were taken from the 
surf and wreckage bodily by members of the Kill Devil Hills station 
crew. 

Notwithstanding the prevailing thick weather, the Josephine was 
sighted when a mile or more onshore by the station lookout. She 
was then scudding for the beach, but making no distress signals. 
She disappeared in the mist and some time later — ^just before she 
struck — the fog patrol discovered her in the breakers. 

Well knowing that nothing could save the vessel from stranding, 
the keeper took the crew and breeches-buoy gear and followed her 
down the beach. They came abreast the schooner shortly after she 
went on the reef and found her entire crew in the rigging. She had 
worked over the reef and was foundering, broadside to the beach, 
with her bow pointing northward. Huge seas were breaking over 
her settling hull, workmg devastation to her deck load of lumber, and 
the water to leeward of her was already filled with thrashing wreck 
stuff and big timbers. 

Four shots were fired in endeavoring to put a line over her. The 
first line parted midway between the vessel and the beach. The sec- 
ond was carried by the wind — ^blowing at a 74-mile rate — ^just clear 
of the after topmast. The third line fell in the mizzen rigging, but 
was parted by floating wreckage before any of the sailors could get 
hold of it. 

While the men on the beach were working with this last line a sea 
broke the hold of one of the men who had taken refuge in the rigging 
and carried him off. This man, the first of the ship's crew to be 
drowned, proved to be the master. A succeeding wave swept another 
of the men from the rigging. He had scarcely disappeared over the 
side when still another man was swept away, and as he disappeared 
one of his shipmates jumped overboard with the evident intention of 
affording him assistance. Both succeeded in getting hold of a float- 



ANNUAL REPORT OF THE COAST GtTARD. 127 

ing timber. A surf man kept pace with them as the southerly current 
bore them swiftly along, watching for a chance to attempt their res- 
cue. When they had drifted fully a mile from their vessel the oppor- 
tunity came, and the Coast Guard man plunged into the surf and 
hauled the two men ashore. 

About the time the sailor jumped overboard a shot line was laid 
across the vessel between the mainmast and the mizzenmast. Two of 
the three remaining men succeeded in getting hold of the line, despite 
the fact that the vessel was breaking up, and began to haul away. 
The line became hopelessly entangled m the wreckage, thrashing about 
to leeward of the wreck, and, finding themselves unable to free it, the 
two sailors looked about them for another avenue of escape, and 
crawled out on the mainmast, which pointed almost horizontally ^ore- 
ward. The lone man in the after rigging was also moving around. 
About this time he was seen to make his way to the crosstrees of the 
aftermast, there to remain for a time undecided, apparently, whether 
to hang on or take the risk of attempting to swim to land. 

One of the men on the mainmast now climbed back to the hull over 
a tangle of lumber and spars, and after picking his way through this 
debris in a seemingly aimless manner he vanished from the view of 
the beachmen. He was never afterwards seen and it is supposed he 
was killed in the jumble of wreckage that filled the water inshore of 
the wreck. Shortly after this man disappeared the schooner broke 
entirely in two just abaft the foremast, and the after portion, with 
its tangle of spars, rigging, and lumber, floated off. It worked in 
near the shore and grounded, when the current, catching the forward 
end of it, forced the wreck around until the masts pointed away from 
instead of toward the land. 

The two men still on board — one in the crosstrees of the mainmast, 
the other in the crosstrees of the spankermast — ^now scrambled back 
to the upturned hull. The one first referred to climbed over the hull 
and down upon the wreckage floating alongside. The Coast Guard 
crew watching from the beach tried to throw a line to him, but it fell 
short at every heave and ultimately became so entangled in floating 
wreck stuff that it could not be recovered. 

Perceiving that the men on shore could do nothing to help him, 
this sailor went back over the hull and worked his way along it to 
the forward end, now nearest the land. It was at this time that the 
keeper entered the water, fought his way through and over the inter- 
vening wreckage to the broken hull, and laid hold of the man. Fol- 
lowing his example, other Coast Guard men made their way out to 
the vessel with joined hands and dragged both keeper and sailor to 
safety. 

One man still remained on the wreck. It seems that in moving 
about seeking a place of safety he had in some way been caught and 
held by a wire stay. One of the surfmen undertook to rescue him 
and made several attempts to get out to the wreck. Repeatedly 
forced back, he at last reached his goal, climbed upon the lee wreck- 
age as his comrades had done in the case of the earlier rescue, and 
with almost superhuman strength released the sailor from the stay 
and lifted him over it. Then, with the aid of his fellow surfmen 
afforded in the manner already described, he brought the man ashore. 
Shortly after this the larger piece of the schooner broke up entirely. 



128 ANNUAL MIPOBT OF THE COAST GUAB0. 

While working on this wreck the wind was blowing with hurricane 
force, accompanied by rain and snow, and tide and surf were ex- 
tremely high — ^higher,* indeed, than ever before within the memory of 
residents of the localitjr. Beyond a doubt it would have been suicidal 
to launch a boat. Moreover, the vessel's hull opened up and her 
masts topped over so quickly that there would not have been time for 
her crew to haul out the whipline or secure the hawser, even had they 
succeeded in getting hold of any of the lines shot out from the beach. 



WRECK OF THE STEAHEB " EDWARD LTJCKENBACH " NEAR THE LITTLB 

ISLAND STATION, VA. 

The stranding of the steam tug Edward Lucheifibach on April 3, 
1915, on the shore of Virginia, midway between the Little Island and 
False Cape Coast Guard stations, was one of the most serious dis- 
asters of the year on the Atlantic coast within the scope of service 
operations. Of the 17 persons in the steamer's crew, 15 perished 
before the Coast Guard men could get abreast of the vessel. Two — ^the 
mate and second mate — ^were saved, the first by the station surf- 
boat and the second by the beach patrol as he was swept ashore by 
the seas. 

The Edward Lucheribach^ a vessel of 401 tons, left New York City 
for Norfolk, Va., April 1, with the barges West Pointy William H. 
Macy^ and uosephus in tow. She was overtaken by a northeast gale 
and snowstorm off the capes of the Chesapeake and parted her towing 
hawser. While trying to pick up the barges her steering gear car- 
ried away. Crippled thus, she tried to anchor, and suffered the addi- 
tional misfortune of losing both anchor and chain. A jury mast 
was rigged up in an attempt to keep her under control, but despite 
every effort to steer her or heave her to, she drifted helplessly before 
the storm and was swept upon the reef between th^ stations above 
named. She sunk immediately afterwards, leaving only her smoke- 
stack and the upper portion oi her two masts above water. 

All that is definitely known of what transpired on board after the 
steamer met with misfortune is contained in the testimony of Cicero 
Goodwin, the second mate, one of the two survivors of the wreck. 
It appears from his story that two small boats, the only ones the tug 
carried, had been made readv for lowering in anticipation of dis- 
aster, but the vessel bilged anJ went down so quickly that both boats 
were demolished before they could be launched. A deckhand, caught 
between them as the seas swept over the settling hull, was killed 
outright. Another member of the crew, the steward, was trapped 
and drowned in the galley. 

Accompanied by 12 of the 14 other members of the crew yet alive, 
Goodwin made his way forward to the top of the house, the only 
part of the vessel above water. Even there they were not out of 
reach of the seas. They tried to cling to the deck rail, but the ter- 
rible hammering of the waves soon broke their hold. Goodwin states 
that he saw one after another of the men beaten off and carried over 
the side, to be caught in the swift current running southward parallel 
to the beach and swept out of sight. He himself managed to retain 
his hold for about an hour. Finally he, too, went the way of his 



ANNUAL KEPOET OF THE COAST GUABB. 129 

shipmates similarly endangered. He was more fortunate, however, 
than they. After he had drifted some distance down shore he suc- 
ceeded in working his way into wading depth and managed to drag 
himself nearly out of the water. Nevertheless he would in all proba- 
bility have perished but for the fact that as he lay on the sand, ex- 
hausted and unable to crawl entirely beyond the shore breaker, he 
was found by the patrolman from False Cape. His rescuer placed 
him in a cart and carried him, unconscious, to the station, where he 
was resuscitated. 

Two members of the shipwrecked company — the master and mate — 
found refuge upon the upper portion of the foremast as the vessel 
settled. One of these — ^the master — overcome by cold and exhaus- 
tion, dropped into the water some time afterwards and was lost ; the 
other mamtained his position upon the projecting mast until rescued 
by the surfboat, as already stated. 

The steamer was sighted shortly after 1 o'clock of the 3d by the 
patrolman going south from the Little Island Station. She went on 
the reef as the patrol watched. Half an hour after he reached his 
station with news of the disaster the Coast Guard crew were abreast 
the wreck with the breeches-buoy gear. 

The vessel lay about 400 yards off the beach. In her rigging 
could be seen the two men previously referred to, each lashed to the 
foremast, one above the other. The seas were sweeping over the 
vessel, reaching clear up to the crosstrees and over the lower man. 
A signal, made from the beach, was answered with a wave of the hand 
by the man in the more elevated position. 

The first line sent out fell between the smokestack and the foremast 
and out of reach of either of the sailors. A second line fell just 
to leeward of the mast named and also beyond their reach. A third 
and fourth shot were equally unsuccessful, owing to the velocity of 
the wind, which was blowing at a rate of fully 74 miles an hour and 
directly across the line of fire. The fifth shot laid the line in between 
the men. Knowing it would be impossible for them to haul off the 
whipline, lacking, as they did, freedom of movement, the keeper tried 
to instruct them by motions of the hand, to tie the line around their 
bodies and jump. The man farther up got hold of the line after some 
delay, but instead of following the signalled instructions hauled away 
on the offshore side until he had the projectile in his hands. Then, to 
the chagrin of the men on the beach, he deliberately threw both line 
and projectile into the water. As the supply of powder was running 
low, the keeper of the False Cape station, who was also in attendance 
at the wreck with his crew, dispatched a man to his station for more 
ammunition and additional shotlines. While this errand was being 
executed another line, fired with the only 5-ounce charge of powder 
available, was sent out without result. When the extra powaer and 
lines arrived, the seventh and last shot fired placed a line within the 
reach of the uppermost man. This time he did not throw entirely 
away his chance to be rescued. He might just as well have done so, 
however, for he tied the line around the mast and made no move what- 
ever to save himself by it. About this time the man lower down on 
the mast, who from the shore appeared to be either benumbed or 
dead, dropped into the sea, and in the gathering darkness was soon 



130 ANNUAL KBPOBT OF THE COAST GUABD. 

lost to the view of those dispatched along the beach to attempt his 
rescue should opportunity oner. 

Shortly before this sailor fell, a surf man from the Dam Neck Mills 
station arrived (the service telephone wires being down) with a mes- 
sage asking the keeper to come with his crew to the assistance of a 
vessel about to strand midway between the station named and the 
Little Island station. 

The man still on the mast had thus far made no effort to cooperate 
with the Coast Guard crews, and as nothing more could be done, 
owing to the darkness, to further his rescue, the Little Island crew 
responded to the call for aid from upcoast, leaving the False Cape 
crew to stand by the Luckenbach. 

Upon coming abreast of the vessel reported to be endangered the 
Little Island crew found her anchored and apparently safe. The 
keeper, therefore, proceeded on up the beach to the Dam Neck Mills 
station, from which place he was able to get in line communication 
with the Weather Bureau station at Cape Henry and advise head- 
quarters of the fate of the Edward Luckenhach. 

It appears that becoming satisfied, some time after the Little Island 
crew departed from the scene of the Luckenhach wreck, that the man 
out on the steamer's mast was dead, the keeper of False Cape and his 
crew returned to their station. A short time after their arrival they 
were called to the assistance of a barge ashore within the patrol limits 
of the Wash Woods station, to the southward, and helped land her 
entire crew, four persons, by means of the breeches buoy. This vessel 
proved to be the William II. Ma/yy^ one of the Edward LuckevibacKB 
tow of barges. Eeturning to his station in the early morning of the 
4th the keeper sent a surnnan back to the Luckenhach^ and when the 
man returned with the information that the sailor left on the mast 
was still in his position and apparently alive no time was lost in 
taking crew and surfboat to the wreck and in summoning the Little 
Island crew to the scene. 

The surf was still very high, the tide was running flood, and the 
current was still sweeping strong to the southward between the vessel 
and shore, making it absolutely impossible to launch off the beach. 
The boat was, nevertheless, hauled up to windward of the steamer 
and taken from its carriage and placed near the water's edge, in the 
hope that such action would hearten the imperiled man. 

When the tide turned, shortly after noon, with a slight moderation 
of wind and sea, the long-looked-for chance to get away came. Once 
past the inshore surf the work before the Coast Guard men, though 
attended by no little danger, was soon accomplished. The surfboat, 
manned by the two keepers and members of both crews, ran in under 
the projecting mast and the sailor cast off his lashings and dropped 
into the arms of a surfman. The drogue was then thrown out and a 
successful run made for the beach. 



report op destruction op bird lipe on latsan island, pacipic ocean, 

Coast Guard Cutter " Thetis," 
At Sea {Lot. W" ^S' ^7" N., Lonff. 166'' sr 22'' TF.) , ApHl 5, 1915. 

Sir : In obedience to your verbal order of this date, the following 
report is submitted relative to the conditions found on the several 



ANirUAL BEPOET OP THE COAST GTJARD. 131 

islands visited by me during the cruise of this vessel in March and 
April, 1915 : 

Leaving Honolulu the evening of March 16, 1915, and after a pleas- 
ant run of 266 miles, during which northerly winds with moderate 
seas were encountered, the Thetis arrived at Bird or Nihoa Island at 
8 a. m. March 18. ' ^ 

1. Bird Island. — Birds were seen everywhere — ^in the air, on the 
steep slopes of Bird Island, and resting on the water. At least half 
a million birds use this bit of land in the mid-Pacific Ocean for 
breeding purposes. At 8.30 o'clock a party went ashore through the 
surf, landing on a bit of sandy beach on tide south side of the island 
near the western end. The party consisted of yourself, Lieuts. 
Parker, Eberly, Daniels, Surg. Hooper, and Lieut. Donaldson, United 
States Army, guests of the wardroom officers, and myself. 

The sea was not bad on landing, but it grew worse toward 11 
o'clock, so that the crew could not control the boat, as the larger 
breakers swept up the beach. In trying to keep the boat end to the 
surf, one man was injured severely by getting one of his legs caught 
under the boat. Meanwhile, the officers were up the slopes of the 
island; noting the kinds of birds and estimating the number of each 
kind seen and taking photographs of nesting birds. 

From the landing place the island rose at an angle of 45 degrees 
or more. The slope was rocky and covered with a thick growth of 
low-growing bushes and plants. Higher up grass in large tufts or 
bunches predominated. Occasionally high cliffs arose which were 
weatherworn and honeycombed, affording excellent nesting sites. 
The north shore and also the east and west ends of the island are 
sheer walls or palis, offering no foothold, and therefore inaccessible 
to man except by ropes lowered down from the top of the cliffs. Here 
in these cliffs, however, thousands of birds hold sway, resting at dizzy 
heights in the cracks, crevices, and ledges of these walls, the highest 
rising 700 feet or more above the sea. 

Climbing the slopes was rough work, and required careful tread- 
ing to prevent stepping on the birds, which hid under the thick brush 
growth, in shallow holes, and under the lee of rocks. They refused 
So move out of the way. These birds are known as the Wedge-tailed 
Shearwater, and were found at all altitudes of the island. They 
made peculiar moaning noises and cat-like calls and were seen usually 
in pairs. They are of a gray coloring. We saw none nesting. They 
were very common and exceeded any other kind in number. 

We had gone but a few feet up the slope of the island when a red- 
footed booby was discovered on its nest. The nest was placed on the 
top of a low bush, a very simple affair consisting of a platform of 
small stems or sticks and leaves. There was a jingle white egg. A 
little later we saw them in large numbers. Some preferred the little 
stunted palms peculiar to the island for nesting purposes. There 
were about 800 of these birds. 

These palm trees noted above were found in two of the valleys in 
small groves. They do not attain a greater height than 12 to 15 feet. 
The leaf is of the broad fanlike type, with fruit the size and shape 
of olives and having a highly polished skin covering. 

Similar to the red-footed booby, large numbers of the blue-faced 
booby were seen nesting on the slopes higher up. Their nests were 



1S2 ANiTtTAL M1»0M OF THE COA&T GUABD. 

located on the bare ground and made saucerlike by years of guano 
deposits from the birds occupying them. The eggs, usually two in 
number, are of a pale blue ground color, which is nearly obscured by 
a heaving coating of white lime deposit. Some of the eggs are soiled 
by the birds after being laid. There were estimated to be about 
5,000 of these birds on the island. 

The next bird to attract attention on our way up the slope was the 
Frigate Bird. A female was found on her nest. She allowed us to 
approach close enough to touch her with our hands. The nest,. like 
that of the red-footed booby, was placed on the top of a low bush. 
It consisted of a platform of sticks, crudely made. Later we noticed 
where one egg had fallen through the nest and had caught in the 
thick network of branches of the bush some 4 or 6 inches below the 
platform of the nest. The bird had simply laid another egg to take 
the place of the one thus lost. These birds were nesting by the thou- 
sands, and were very conspicuous on the steep slopes of the island, 
with the green foliage for a background, not only because of their 
size but also on account of the flaming turkey red bladderlike ap- 
pendage at the necks of the males. These bladders can be inflated at 
will and resemble, when so extended, a toy balloon. No doubt a 
person was expected to show fright and keep away at this demon- 
stration of their excitement and anger. There were probably 50,000 
of these birds on the island. 

Soon after sighting the first nesting Frigate Bird, loud squawkii^, 
harsh cries and angry mutterings were heard proceeding from the 
thickly bush-covered ground close at hand. These noises came from a 
very beautiful bird having pale pink satiny plumage, a strong 
curved red bill and two red feathers in its tail. This bird is known 
as the Boatswain or Ked-Tailed Tropic Bird. It was the only one 
we saw nesting, although several had been seen on the wing during 
our approach to the island. 

As we climbed higher the Frigate Birds became less numerous, 
owing, no doubt, to the change in vegetation from bushes to grass. 
However, Sooty Terns were found in ever increasing numbers as we 
ascended. These birds would hover in swarms over our heads as we 
disturbed them from their nesting sites, and make loud cries. Each 
pair of birds had but a single egg, usually on the bare ground in 
the lee of a tuft of grass. There must have been 20,000 of these birds 
on the island. 

It was at this level, perhaps 500 feet up, that we encountered the 
first albatross nest — the Laysan Albatross. There was a half grown 
young bird in the nest. Going over the ridge near the highest part 
of the island we came upon a plateau several acres in extent where 
was located a colony or the Black-Footed Albatross. The young, 
still in their pin feathers, were very sturdy looking, standing up- 
right on their legs. Here and there, scattered through the colony 
were seen the miite or Laysan Albatross. Of the Black-Footed 
variety there were perhaps 500 birds on the island, and of the Laysan 
Albatross about 50 birds. 

We noticed quite a number of yellow finch-like birds, which we 
found to be the Laysan Finch. They were yellow breasted, the shade 
being of a greenish hue. They were about the size of the common 
sparrow, a Httle larger, perhaps. They were quite fearless and very 



ANNTTAL ftBif»OM OP THE COAST GUAM). 13S 

inquisitive, following us about everywhere we went. There must have 
been 1,000 or more of these birds on the island. 

A tern, similar in size to the Sooty Tern, but having gray plumage 
above, was seen in scattered pairs. Two only were flushed from eggs. 
They are known as the Gray-Backed Tern. We estimated them to 
number 10,000. 

Another and very beautiful tern was seen clinging to the cliffs. 
They are the Love Birds, or White Tern, are smaller than the Sooty 
Tern, and have snow-white plumage with black bills and feet. They 
were seen perched on the tiny shelves and pockets in the precipitous 
cliffs, usually in pairs. Close to 50,000 of these birds must have 
made the island their home. 

The Noddy was seen in one large flock. They were on the beach 
when we landed, but flew away on our near approach. They were 
seen again on the beach at the time of our departure. There were 
probably 500 of these birds on the island. 

Several birds of the tern species which were of a mouse-gray color 
and small in size were seen. There were also two young birds found 
in the hollows of the rocky cliffs. We took these to be the Necker 
Island Tern. 

A species of plover was noticed on the plateau. Several of them 
were seen dodging behind tufts of grass. They were rather shy. 
Their distinguishing mark seemed to be a long yellow streak, which 
ran over the eye and down the neck a short distance. They had dark- 
colored breasts. 

As to the approximate number of birds that make this island their 
home during the breeding season it is difficult to give an estimate. 
However, taking into consideration that thousands of birds were con- 
tinually away searching for food or hovering over the island, it is 
safe to give the total as bein^ half a million birds. 

Bird Island seems to be an ideal nesting site for sea and land birds, 
because the island slopes to the south, thus bringing the sun's rays to 
play on it continually during the day; because the bushes, coarse 
grass, and the cliffs anord innumerable sites for nesting; and, finally, 
because a landing by man can be made only when the sea is very 
calm. 

There is no sign of fresh water on the island, so that a long stay 
could not be easily made by poachers. Rain water, if caught, would 
probably be poisoned by the accumulations from the birds. 

One thing noticed was the small amount of trouble taken by sea 
birds in the building of their nests. In fact, except for the as- 
sembling of a few twigs, leaves, or a feather or two, no other evidence 
of a nest was discovered. Some eggs were deposited on the bare 
ground. Where the tops of the low bushes were used for a nesting 
site only a frail platform of twigs and small sticks were used. 

There was a very pleasant sensation attached to this visit among 
the wild birds. It was brought about, no doubt, by the utter lack of 
fear the birds entertained for man. Some of the albatrosses allowed 
us to stand or sit down alongside of them without seeming to mind 
us being so near them a bit. All the birds on this island could be 
approadied close enough to be captured with the hands, excepting 
the finches and plovers. Being strictly land birds they did not have 
the same confidence in man that the sea birds exhibited, or as they 



134 ANNUAL REPORT OF THE COAST GUARD. 

were not found nesting this fact may account for the difference in 
behavior. 

On returning to the beach after a hot and tiresome climb we f oimd 
the first cutter badly broken on the port side amidships, so that it 
could not be used to take us off to the ship. A heavy roller had 
picked it up and suddenly dropped it on its bilge, breaking five 
irames, three strakes of planking, and the gunwale. This boat was 
launched through the surf and taken in tow by one of the other 
boats. The surf was too heavy for a small boat to land and get us at 
this time, so we had to jump one by one from a low cliff into the sea 
during a quiet time and swim off to it and thus returning safely to 
the ship. The coxswain, who had injured his leg, was placed m a 
life preserver, lowered from the cliff, and hauled by line to the small 
boat. 

2. French Frigate Shoals. — ^The next landing was made on the 
largest sand island inside the lagoon of French Frigate Shoals. 
This islet was covered with grass, vines, and low-growing plants. A 
fairly large turtle, weighing about 200 pounds, was captured by 
members of the landing party while it was asleep on the beach. The 
turtle furnished fresh meat and soup for all hands. 

The birds inhabiting this island are given below : 

One Frigate Bird only was seen hovering over the ship at the time 
of anchoring. 

A fairly large colony of Black-footed Albatross were nesting on 
the islet. Scattered among them were 30 Laysan Albatross. There 
were about 400 of the black- footed variety. The peculiar antics per- 
formed by these birds were noticed for the first time on this islet. 

A colony of about 600 Noddies was located in the central part of 
the island. A single egg placed in the center of a creeping vinelike 
plant was all the nest that these birds required. There were no 
young birds seen. 

The Sooty Tern was also found, but not so numerous as the Noddy. 
They, like the Noddy, were content to deposit each an egg on the 
ground in the wake of a bunch of grass or in the lee of a plant. 
There were perhaps 350 of these birds in the colony. 

The Wedge-tailed Shearwater was also present, but not in very 
large numbers. About 100 birds were on the islet. 

The Blue-faced Booby was seen along the shores of the islet on 
the edge of the vegetation. Fresh eggs to well-grown young were in 
the nests. The eggs were placed on the bare ground. Two eggs are 
the usual complement, but never more than one young bird was seen 
in a nest. What becomes of the second egg was not discovered. 

One Eed-tailed Tropic Bird was seen nesting. One egg only was 
in the nest. 

The seine was taken ashore by a fishing party, but owing to numer- 
ous coral heads in the lagoon which mterfered with hauling the 
seine, only three fish were caught. 

Although very small in area, this island supported a numerous 
bird population. 

3. Lisianski Island, — ^Laysan Island had to be passed without 
landing, because of high winds and heavy seas. About 2 p. m., 
March 24, the Thetis anchored off the west shore of Lisianski Island 
abreast the boat passage through the reef. The old westerly swell 



ANNUAL BEPORT OP THE COAST GUARD. . 135 

of the heavy winds of the day before made the anchorage a rolling 
one. On landing one was struck with the lack of vegetation grow- 
ing. What little was found was not in a very flourishing condition. 
The land was wind swept, sandy, with bleached sea shells, and bird 
bones scattered everywhere. This island has a network of subter- 
ranean passages or tunnels made by the Petrels and Shearwaters. 
Walking for that reason was very difficult, because every step or 
two one continually kept breaking through to the knee without the 
slightest warning into one of these burrows. 

The party that landed saw but seven rabbits, all of which were 
captured and brought to the ship. 

Whenever the island afforded enough bushlike growth for the 
Frigate Bird to construct its nest they were seen nesting in colonies. 
There were three of these colonies. At the north end of the island 
the colony consisted of about 1,000 birds; on the northeast shore 
about 1,200 birds, and the third, located near the house in the central 
part of the island, about 800 birds. Others were found scattered, 
usually alongshore, where a few dead or dying bushes afforded a 
perch on which to roost. The total number, however, would not 
exceed 3,500. 

The White or Laysan Albatross was found nesting on all parts of 
the island. Well grown young birds, still in their pin feathers, were 
fairly numerous. . The grown birds were more shy than those seen 
on Bird Island or on French Frigate Shoal sand island. They 
seemed to take great delight in playing their little performance, 
apparently never tiring of it. Estimated number of this species is 
10,000. 

The Black- Footed Albatross was found in fairly large numbers, 
but not so numerous as the White variety. They had young well 
developed, but they were still in their pin feathers. They were 
found scattered all over the island, but were more thickly settled 
along its shores. Of both species of albatross very few unhatched 
eggs were found and no dead were seen, of young or old birds. The 
Black-Footed Albatross numbered about 8,000. 

The Eed-Tailed Tropic Bird was not seen. 

Near the shack several nests of the Eed-Footed Booby were seen. 
Young birds or eggs were found in the nests. There were 10 of 
these birds. 

The Blue-Faced Booby was found in fairly large numbers. Some 
of them were found nesting near the Frigate Bird rookeries, but 
they were seen mostly alongshore just out of reach of the highest 
surf line. Eggs or young birds in various stages of development 
were found in the nests. Three or four nearly ready to fly were 
noticed. One nest contained three eggs — an oddity, no doubt. These 
birds seem to lose one of their offspring, as invariably we have seen 
but one young bird, or a freshly hatched bird and one egg, in the 
same nest. What becomes of the second bird or second egg we did 
not discover. 

A third variety of Booby was found nesting on this island. It is 
mostly black in color, with white belly or under tail parts, yellow bill, 
and black legs and feet ; probably the common Booby or Sula Sula. 
They were found nesting near the Frigate Birds and scattered along- 
shore along with the Blue-Faced Booby, though not nearly so 



136 ANNUAL BBPOBT OF THE COAST GXJABD. 

numerous. They nest on the ground in a slight depressicm with a 
few sticks and one or two feathers. Eggs or young birds were found 
in the nests, several of the young well developed. The eggs had the 
lime white color, two to a nest, but, as noted above, only one young 
bird is raised. There were probably 75 or 100 of these birds on the 
island. 

Two colonies of the Hawaiian Tern were seen nesting near the 
shack. The nests contained either an egg or a young bird. There 
were perhaps a thousand birds in the two colonies. Tlxe nests fairly 
well made, were placed in small shrubs or plants or on platforms 
built up from the ground. 

The Noddy was also found, but they were not numerous, probably 
numbering 300. They were not nesting. 

The Gray-Backed Tern was seen in company with the Sooty Tern 
and scattered about the island. One bird was flushed from its egg, 
which was placed on the outskirts of one of the Frigate Bird colonies. 
These birds numbered about 500. 

The Sooty Tern was found in one large colony, but they had not 
begun to nest. They were very noisy and rather shy. They num- 
bered about 1,000. 

The Wedge-Tailed Shearwater was very common and found every- 
where on the island. They were noticed in pairs generally, and some- 
times in small colonies. Just before sundown a great many of them 
were noticed on the wing over the water. There were about 15,000 
of these birds on the island. 

The Christmas Island Shearwater was also a very common bird. 
They are smaller, of a black color, and very tame. They were found 
scattered over the island, usually near the wedge-tailed variety. We 
did not find any eggs of either of the shearwaters. There were 10,000 
birds of this species on the island. 

Several Laysan Rail were seen, but no doubt there were others on 
the island. These curious little birds can not fly. Their wings are 
underdeveloped, probably through lack of use for generations past. 
Those seen on Lisianski Island have been brought over from Laysan 
Island, as this little bird is peculiar to that island only. They are 
bold and fearless ; also very inquisitive and voracious. One was seen 
breaking into a tern's egg and greedily eating of the contents, when 
the tern returned very angry. The tiny rail paid no attention to 
the tern, but continued with its repast. 

Along the shore one Bristle-Thighed Curlew was seen. 

The Turnstone was seen to the number of a dozen. 

4. Ocean Island, — ^The next possible landing was made at Ocean 
Island and Green Island, but because of the unfavorable westerly 
weather the lagoon had to be entered by hauling the dinghy over 
the coral reef during a quiet spell of the sea. We got the dinghy 
safely across the reef with the aid of several small swells, all hands 
having jumped out at the first grounding of the boat. Once in the 
shallow water in the lagoon we made for Green Island, landing on 
the east end in a small protected bay or sandy cove. 

A large number of hair seals were hauled out on the beach, most 
of them being asleep. 

This island is densely covered with a shrub growing waist-high. 
except for a portion of the center of the island, where a growth or 



ANNUAL REPORT OF THE COAST GUARD. 137 

grass and vines predominates. The walking through this wooded 
growth was difficult and soon tiresome. 

The Eed-Footed Booby was found to be fairly common. They 
were nesting, but only eggs were seen in the nests. They numbered 
about 2,000. 

The black booby (probably Sula Sula) were seen in greater num- 
bers than on Lisianski. They were nesting also, eggs being found in 
the nests. There were 200 or more of these birds. 

There was a fairly large colony of the Blue-Faced Booby nesting 
near the center of the island on the outskirts of a Frigate Bird colony. 
They numbered probably 200 birds. 

Along the northern shore, western end, and sparsely along the 
southern shore of the island the Black- Footed Albatross was found 
nesting in small colonies. There were probably 1,500 of these birds. 
A great number of albatross eggs were noted which had failed to 
hatch. 

The White or Laysan Albatross were not so numerous. They were 
found scattered over the island and in one principal colony near the 
middle of the island. They numbered about 300. 

A number of Red-Tailed Tropic Birds were seen, and several were 
found nesting in the dense brush. They had to be almost walked on 
before they were discovered. There must have been others, as we got 
over just a small part of the island, due to the difficulty in getting 
through the heavy growth of bushes. Birds of these species were 
also seen on the wing, usually in pairs, at different times of the day. 
There were about 100 of these birds on the island. The nests seen 
contained one egg each. 

The Frigate Bird was found in one colony near the center of the 
island. They were nesting, using the tops of small bushes on which 
to build their nests. They had eggs only. There were about 1,000 
of them. 

The Gray-Backed Tfern was scarce, only 12 being seen. One of 
these was flushed from its egg, located, as usual, at the foot of a 
bunch of grass on the bare ground. 

Turnstones were seen in small flocks along the shores, probably 
altogether 100 of them. 

Rats were also noted on the island. They were very shy. Sixteen 
of them were counted. They must be very numerous. 

Green Island seems to have greatlv changed in outline, as it is not 
as represented on the chart. It is closer to the reef on the southern 
side than shown, and the western end now follows the reef for some 
distance as a bare high sand spit. On this spit 10 or 12 families of 
Black-Footed Albatross werie located. The wooded portion of the 
island on the western end is closer to the reef than shown on the 
chart. Abreast the ending of the bush, on the western end of the 
island, a good passage for small boats was found, with deep water 
leading through an opening in the reef on to a steep sandy beach. 
Although fresh westerly winds were blowing at the time, no breakers 
were noticed. 

The beaches were strewn with a large variety of sea shells. On 
returning to the ship we found a narrow opening in the reef on the 
southeast side, with a swift current running through. The only 
precaution necessary was to keep the boat pointed fair. The current 
prevented the surf breaking on the 8Q9i ^idQ of the reef. 



188 ANNUAL BBPORT OF THE COAST GXJABD. 

5. Laysan Island. — The next landing was made at Laysan Island. 
The weather still held westerly with fresh and strong breezes. At the 
regular boat passage the sea was breaking heavily. Steamed around 
to the southern end of the island and found a comparatively quiet 
spot at times on a shelf of coral or limestone rock. A landing was 
enected hj swimming ashore after being rowed as close to the reef as 
was considered safe. Two cameras were taken along, but it being 
impracticable to land them without great risk of wetting them they 
had to be sent back to the ship. 

It was indeed a sad sight presented to view on reaching the shore 
above the surf line. Dead birds were seen in piles of 10 and 15, and 
sometimes as many as 40 or 50 in a pile. At first we attributed this 
enormous number of dead birds to some epidemic or disease, but 
soon it dawned upon us that poachers had again raided the island 
for feathers. Each dead bird was found to have the breast feathers 
missing. All the other, feathers remained. Only the breast and belly 
feathers had been taken. 

The White or Laysan Albatross was the chief sufferer, next the 
Black-Footed Albatross, with the Frigate Bird and Blue-Faced 
Booby following in order of number found killed. Between one 
hundred and fifty and two hundred thousand birds were found lying 
in heaps in all parts of the island. All of them were found on their 
backs with only the breast feathers missing. In the majority of 
cases the feathers had been pulled out, but in some instances knives 
had been used, and the breasts had been cut away from the bodies of 
the birds. It was a most distressing sight to see so many fine birds 
rotting away. As a consequence there were very few young Alba- 
trosses and Boobies. The Albatrosses, black and white, were very shy 
and did not permit us to get very close to them. The western half 
of the island has only a very few young Albatrosses, but there are 
hundreds of eggs with young chicks in them that never hatched. 
Evidently from this, the poachers made their raid about the time 
the young were well developed in embryo. Along the southern and 
soutneastern parts of the island quite a number of tJie young of the 
Black-Footed Albatross were found. However, here as elsewhere 
hundreds of grown birds had been slain for their f eatiiers. In fact, 
the work was thoroughly and systematically done, as no portion of 
the island was spared. The dead birds, what was left of them, were 
lying in heaps everywhere. Evidently they were killed and brought 
to persons who removed the feathers, thus accounting for them being 
in piles. 

Arriving at the buildings on the western part of the island we 
found a great pile of dead birds, bare breasts uppermost, in one of 
the sheds. Unmistakable signs were found, showmg that the build- 
ings and island had recently been inhabited by man. An anchor or 
mooring was found high up on the beach near the wharf. Decaving 
turtle meat was discovered in one of the pantries. The water-closet 
was in such a condition as to lead one to believe beyond a doubt that 
men had been on the island within a period of two or two and a half 
months. However, when all is said, the greatest evidence was the 
presence of the dead birds minus their breast feathers. 

Around the building skinned birds were foimd; also the wings of 
Terns and Albatrosses. 



ANNUAL BEPORT OF THE COAST GUAED. 139 

The Albatrosses were very shy and would fly off when we were 
some hundred yards away. They were also very quiet, and we saw 
only one or two pairs carrying on their noted performance. 

The different birds were seen as follows : 

The White Albatross in scattered numbers in the central parts of 
the island around the lagoon. They had very few young birds. They 
totaled 40,000 or 50,000 birds. 

The Black-Footed Albatross was found around the shores of the 
island, principally on the southwestern, southern, and southeastern 
portions of the island. They were fortunate in having more young 
birds than the White Albatross. They numbered in all about 20,000. 

The Frigate Bird was found nesting in three fairly large colonies. 
There were eggs, found in the nests. About 2,000 birds of these 
species were killed by the poachers. As with the Albatrosses, only the 
breasts were found missing. We noticed on flushing a Blue-Faced 
Booby, that it was closely followed and harried by a frigate bird until 
it finally, with a great deal of squawking, disgorged a feh in mid air. 
No sooner did this happen than the Frigate Bird swooped down and 
caught the fish before it reached the ground. The Frigate Birds were 
very numerous on the island. They numbered about 30,000. 

The Blue-Faced Booby was comparatively scarce. A hundred or 
more were found dead with their oreast feathers removed, victims 
of the poachers. Those alive were found nesting. The number of 
them alive on the island is about 350. 

The Hawaiian Tern was noticed nesting in four or five colonies 
in the low bushes found on the island, one exception being a small 
colony in the southern part of the island near the fresh-water pond 
where the nests were placed on the tops of limestone or phosphate 
rocks. Eggs and young birds were in the nests. There were 20,000 
birds of this species on the island. 

The Noddy was also common. It was found scattered along the 
shores of the island. They were nesting, eggs and young being 
found. There were perhaps 6,000 birds of this species on the island. 

There was a large colony of the Sooty Tern on the island in the 
eastern central portion. They were beginning to lay their eggs. 
There were 10,000 of them. 

The Gray-Backed Tern was found scattered in small colonies and 
among the rookeries of other birds. Some were flushed from eggs. 
No young birds were seen. They were about 5,000 in number. 
^ The Wedge-Tailed Shearwater was very common, numbering pos- 
sibly 250,000 birds. 

The Christmas Island Shearwater was also quite common, but not 
nearly so abundant as the other. They numbered approximately 
50,000. 

In the southern part of the island, where the rocks of phosphate 
and lime are scattered about, the White Tern or Love Bird was noted 
in a small colony. The eggs foimd were laid on the tops of phos- 
phate rocks, with nothing soft for protection. They were about 400 
all told. 

Confining themselves to the waters of a small fresh- water pond in 
the southern central part of the island were 13 Laysan Teal. 

The busy little Laysan Rail was found everywhere on the island. 
There were more than 5,000 of them. 

4943**— 15 ^10 



140 ANNUAL BEPOBT OP THE COAST 6UABD. 

The Laysan Honey Eater was fairly cmnmon, and we judged them 
to number about a thousand. 

The Miller Bird also seemed to be fairly common, numbering about 
fifteen hundred. 

The Laysan Finch was seen in all parts of the island. They were 
very numerous, approximately numbering 4,000. 

The Bristle-Thighed Curlew were quite common and were found 
scattered over the island. There were about a thousand of them. 

The Turnstone was seen in a large liock on the shores of the lagoon, 
numbering about 5,000. 

The rabbits were found to be very plentiful. They were to be 
seen wherever green patches existed. Twenty of them were caught 
and taken off to the ship for food. About 15 of ^hem were found 
dead near one of the buildings. They are rapidly eating off the 
vegetation of the island. 

To the right of the buildings and half a hundred yards from the 
beach were discovered what appeared to be three graves. There were 
three headstones buried in the sand, consisting of slabs of phosphate 
or limestone rock. One of these stones had a paling fence surround- 
ing it in the form of a rectangle. The one next to it had simply a 
rectantagle of heavy timbers surrounding it, while the third was 
without any wood at all. There were no inscriptions or marks on 
the stones. They were not there when the Yhetis^s party visited the 
island last September. 

The buildings and sheds are rapidly deteriorating, and two of the 
sheds have apparently been blown down by the wind. 

We swam off to the dinghy without mishap and arrived on board 
the Thetis about 4.30 p. m. 
Respectfully, 

W. H. Mtjnter,. 
First Lieutenant. 

To the Commanding Officer. 

HoNOLXJiiU, Hawaii, April i^, 1915. 
Forwarded for the information of the department. 

Jas. H. Brown, Com/ma7iding. 



TABULAR STATEMENT OF ASSISTANCE 
RENDERED BY CUTTERS AND STATIONS, INVOLVING 

THE SAVING OF LIFE AND 
PROPERTY, 1915 



141 



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ANNUAL EBPOHT OP THE C0A8T GUARD. 



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! COAST OUAED. 



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192 ANNUAL BEPOBT OF THE COAST GUARD. 



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220 ANNUAL I 



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ANNUAL HEPORT OF THE COAST GUAED. 2i 

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ANNUAL BBPOBT OP THE COAST GUARD. 




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ANNUAL REPORT OP THE COAST GUABD. 



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ANNUAL HEPOBT OF THE COAST QUABD. 

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REMOVAL AND DESTRUCTION OF DERELICTS, WRECKS, AND OTHER 

OBSTRUCTIONS TO NAVIGATION. 

General ObderI Treasury Depabtment, 

No. 24. / Office of the Secretary, 

WaskingUm, April t, 1913. 

To the Commanding Officers of Vessels of the United States Revenue-CuUer Service: 

4. The following Instructions will be observed by the commanding officers of all 
revenue cutters in the matter of derelicts, wrecks, etc. : 

FLOATINO DANGERS. 

5. (a) Derelicts and other floating dangers to naviagation wherever found will 
be taken to the most convenient port, whenever it is practicable to do so. 

(h) Whenever it is not practicable to take a derelict or other floating danger into 
port, it should be destroyed or beached, extreme care being exercised in each case 
that such destruction does not leave sunken or floating wreckage of such size or char- 
acter as to constitute a menace to passing ships. If the derelict or other floating 
danger is to be destroyed within the navi^ble waters of the United States and the 
emergencies of the case will permit, the engineer officer in charge of the district should 
be communicated with by telegraph or otherwise consulted before final action is taken. 

(c) Whenever circumstances make it necessary for a revenue cutter to destroy a 
derelict, or other floating danger to navigation, within the navigable waters of the 
United States, the commanding officer will at once notify the Umted States engineer 
officer of tiiat district. 

SUNKEN OBSTRUCTIONS. 

6. Whenever the commanding officer of a revenue cutt^ has knowledge of any 
obstruction to navigation of the character described in sections 19 and 20 of the act of 
March 3, 1899, in any river, lake, harbor, or canal, or inside a line connecting the head- 
lands of any sound or bay, he will at once notify the district engineer officer and take 
no further action except on request of that officer. 

7. When the commanding officer of a revenue cutter has knowledge of any obstruc- 
tion to navigation of the character described in sections 19 and 20 of Uie act of March 3, 
1899, within the navigable waters of the United States (not being in any river, lake, 
harbor, or canal, or not inside a line connecting the headlands of any sound or bay) he 
should proceed as follows: 

(a) If the obstruction does not stop, seriously interfere with, or specially endanger 
navigation, and immediate removal is not necessary, the conmianding officer will 
notify the district engineer officer and take no fiuiher action except upon the request 
of Uiat officer. 

(h) If the obstruction does stop, seriously interfere with, or specially endanger navi- 
gation, and there is not time to communicate with the district engmeer officer, the 
commanding officer is authorized to remove or destroy such obstruction so far as 
to clear the channel, using his best jud^ent to prevent any unnecessary injury in 
the premises. He will notify the distnct engineer officer of his action as soon as 
practicable. 

(c) In either of the two above cases the commanding officer will see that the wreck 
is properly buoyed or lighted before he leaves it, the details and cost of the same to be 
reported to the district engineer officer. 

8. Sunken obstructions outside the navigable waters of the United States will be 
removed or destroyed by the Bevenue-Cutter Service. 

ASSISTANCE TO DISTRICT ENGINEER OFFICERS. 

9. (a) A division commander is authorized, upon request from a district engineer 
officer, to direct any vessel of his division to give the latter officer such assistance in 
the removal of wrecks as may be practicable and mutually agreed upon. 

4d43**— 15 ^17 251 



252 ANNUAL REPOBT OF THE COAST GUARD. 

(b) Commanding officers of revenue cutters, not attached to a division, are author- 
ized, upon reauest from a district engineer officer, to give tiie latter such assistance 
in the removal of wrecks as may be practicable and mutually agreed upon. 

(c) Division commanders and commanding officers are authorized to correspond 
directly with the district engineer officers on matters concerning the removal of wrecks. 

• • « * « « « - ' 

12. Nothing in this order is to be construed as affecting or changing in any way what- 
ever the duties and responsibilities resting upon the commanding omcers of all revenue 
cutters to give assistance to vessels in distress. Whenever a stranded vessel is floated 
by a revenue cutter such assistance does not fall within the class of operations compre- 
hended by this order. 

W. G. McAdoo, Secretary. 



REGATTAS AND MARINE PARADES 
PATROLLED: 1915 



253 



Jtegattas and marine parades patrolled hy the Coast Guard. 



Event. 



Astoria Motor Boat Club . . . 

Mississippi Valley P. B. 
AssociatioQ. 

Million Dollar Harbor Club. 

Marine parade and regatta . . 

Rosedale Boat Club 

Pensacola Yacht Club 

Portland Power Boat Asso- 
ciation. 

Pass Christian Yacht Club. . 

Inter Lake Yachting Asso- 
ciation. 

Biloxi Yacht Club 

International yacht races.. . 

Hudson River Rowing As- 
sociation. 

R^atta 

Motor boat races 



Opening Cape Cod Canal . . . 

Varuna Boat Club 

Chesapeake Canoe Assoda- 
tion. 

National Motor Boat Carni- 
val. 

Cambridge Yacht Club 

Motor Boat Club of Buffalo. 

Old Club regatta 

Southern Yacht Clulra re- 
catta 

Middle* States regatta 

Star-Spangled Banner 

celebration. 
Fireworks celebration... 

Hydroplane races 

No Tsu Oh Jubilee 



Date. 



Intercollegiate regatta 

Southern Yacht Club 

Fleet review fireworks 

Marine pageant 

Harlem River Rowing As- 
sociation. 

Launching of the Arizona. . . 

Twenty-sixth Annual Chi- 
cago-Michipm City race. 

Yale-Harvara regatta 

Marine parade 

Intercollegiate regatta 



1914. 
July 2-4.. 
do.... 



July 3-4... 

July 4 

.....do.... 
....do.... 
July»-12.. 

July 11-12. 
July 12-17. 

July 15-16. 
July 16-18. 
July 18.... 



do.. 

July 26. 

July 29. 

Aug. 15. 
Aug. 22. 



Aug. 26-29. 



Aug. 28.. 
Sept. 3-5. 
Sept. 5... 

> • • • •vLIJ« • • 



Sept. 7., 
Sept. 11. 



Sept. 12... 
Oct. 20-27. 
Nov. 9-14. 

1915. 
Apr. 10... 
May 1-8... 
May 15.... 
May 19.... 
May 31.... 



June 19... 
do. . . . 



June 25. 
do.. 



Place. 



Astoria JDreg. 
Peoria, 111.... 



Ludington, Mich . 

Sault Ste. Marie, Mich. . 
Hackensack River, N. J. 

Pensacola, Fla 

Portland io Boston 



Pass Christian, Miss. 
Put-In-Bay, Ohio... 



Bfloxi,Miss 

Seattle, Wash.... 
New York, N. Y. 



Waveland, Miss 

Isle of Hope, Ga 

fBuzzards Bay. 

\Wings Neck 

Sheepshead Bay, N. Y. . 
Baltimore, Md 



Port Washington, N. Y. 



Cambridge, Md 

Buffalo, N.Y 

St. Claire Flats, Mich. 
Atlantic City, N. J.. . 



Baltimore, Md. 
....do......... 



....do 

Chice^o,Ill... 
Houston, Tex. 



Oakland, CeL.... 
New Orleans^ La. 
New York City. . 

Savannah, Ga 

New York City.. 



.do. 



Chicago-Michigan City. 



June 28. 



New London, Conn. 
Atlantic City, N. J.. 
Poughkeepsie, N. Y. 



Cutter employed. 



Snohomish. 
Patrol. 

Tuscarora. 

Mackinac. 

Officer. 

Penrose. 

Woodbury. 

Winona. 
Morrill. 

Winona. 

Areata, Scout-Guard. 

Guide. 

Winona. - 

Yamacraw. 

Acushnet. 

Gresham. 

Manhattan. 

Guthrie. 

Manhattan. 

Officer. 

Morrill. 

Officer. 

Do. 

Guthrie. 
Apache. 

Guthrie. 

Tuscarora. 

Windom. 



Golden Gate. . 
Winona. 
Mohawk, Guide. 
Yamacraw, Tybee. 
Manhattan, Guide. 

Manhattan, Guide, Calumet. 
Tuscarora. 

Mohawk, Gresham, Acushnet. 

Officer. 

MobAwk. 



255 



CHARACTERISTIC LETTERS RECEIVED 

ACKNOWLEDGING THE SERVICES 

OF THE COAST GUARD: 1915 



267 



CHARACTERISTIC LETTERS RECEIVED ACKNOWLEDGING THE 

SERVICES OF THE COAST GUARD, 1915. 



Lorain, Ohio, July 13 ^ 1914. 

Deab Sie: We wish to thank the crew and all the parties participating in our rescue 
of July 12, 1914. The boat we were in was cap8i7.ed about 2 J miles off Dover Bay 
by a sudden squall, about 3.30 p. m. The Loram station received a call from a party 
who saw us before the squall and our situation after the rain. They immediately 
set out m a sea that was almost always washing over ns and made a remarkable record 
of running for us. 

When they reached us we were on the verge of leaving the boat, which had turned 
on its side, and striking for shore. 

This about concludes our story, except that we wish to thank Uncle Sam for the 
efficient Life Saving Service that he has and also the brave and extraordinary big- 
hearted men employed in his service. Wo also wish to thank the captain's wife and 
crew for the Madness and hospitality shown to us, which we appreciated beyond 
words to explain. 

Hoping that we can in some way in the future repay our enormous debt, 
I remain, yours, respectfully, 

Geo. F. Schiming. 



Seattle, Wash., July SI, 1914. 
Oapt. H. G. Hamlet, 

U, S. Revenue Cutter " Unalgaj^^ Seattle y Wash, 

Deab Sir: In the name of the Chamber of Commerce and speaking generally for 
the business interests of Seattle, I desire to convey to you and the officers and men 
mider you on the United States revenue cutter Unalga an expression of appreciation 
for the fearless and valuable assistance given in preventing spread of the fire which 
yesterday afternoon destroyed the Grand Trunk Pacific Dock. 

The quickness with which your vessel was brought into activity and the excellent 
judgment shown in placing it at the end of the Colman Dock stand as striking exam- 
ples of the efficiency of the Revenue Cutter Service and of the bravery of the men 
of your vessel. 

The city was fortunate in having the Unalga in the harbor at the time this fire 
broke, and the business community is grateful for the important part played by 
you in protecting the Colman Dock and in thus preventing a general water-front 
conflagration. 

Yours, respectfuUy, 

J. E. Chilbebo, President, 



Newpobt News, Va., Au^gust J, 1914- 
Capt. Chibwell, 

Comrrumdmy U. 8. Revenue Cvttter ^^OnondagoJ* 

Deab Sib: Referring to the assistance you rendered my vessel while disabled 
through loss of rudder on Sunday, July 19, 1 desire to express my sincere appreciation 
of your prompt and able service. 

Our repairs are now about completed, and we expect to be on the run again in a 
few days. 

Hapmg to have the pleasure of meeting you again imder less trying circumstances, 
I remain. 

Gratefully, yours, 

J. F. Block, 
Master S,S.*^ Ravenscraig.^* 

259 



260 ANNUAL BEPOBT OP THE COAST GUARD. 

Halifax, Nova Scotia, Augiut 1, 1914. 
Secbbtabt of the Treasury, 

Washington, United States of America, 

Dear Sir: I have very much pleasure in writing you and to inform your good office 
of the kind and very valuable service just performed by your good ship Seneca, Capt. 
Johnston, in towing my ship Sable from a point near Cape Bace, Newfoundland, to 
this port. 

What I wish to point out is the very prompt and seamanlike liianagement from 
start to finish. The Sable was on a passage from the Clyde, Scotland, to this port, and 
when a few miles west of Cape Race, Newfoundland, a crank pin bearing bolt of the 
high-pressure cylinder broke and the piston came smashing through the cyunder cover, 
and doin^ other damage so that the ship was imable to proceed . A wireless call was sent 
out, and it was not more than five minutes when the Seneca was coming to our assist- 
ance, and from the time she reached the Sable it was not more than 50 minutes when 
the 10-inch hawser was on board the Sable and all ready to go ahead. During my 52 
years of sea experiences I have done considerable salvage work, and I know what work 
of this kind means. I am sure you have in Capt. Johnston a gentleman of most excel- 
lent judgment, and I take this opportunity not only of congratulating you, but to 
thank you most kindly for the valuable services rendered. 

With very best wishes, believe me, dear sir, yours, faithfully, 

J. V. Farqxthar, 
Master Steamship ^^Sable.** 



City of Port Anoeles, Atigust S, 1914. 
Lieut. L. C. CovBLL, 

Commanding U. S, S. ** Snohomish,** City. 

Dear Sir: At the beginning of the t)ruBh and timber fires that broke out all around 
the city of Port Angles some 10 days ago you sent a detail to call upon the mayor 
announcing your willingness and pleasure to assist the city by every means at your 
disposal in cases of fire. 

On behalf of the citizens of Port Angeles I desire to thank you most heartily for 
your consideration. 

I also wish to seize this opportunity to acknowledge the gallant services rendered 
by your officers and crew during the past week. We needed them sorely, and they 
responded with enthusiasm and fought the fire like demons. 
Yours, truly, 

Horace White, Mayor, 



Seattle, Wash., Aiigust 4t 1914. 
Hon. William G. McAdoo, 

Secretary of the Treasury, Washington, D, C. 

Dear Sir: I desire to compliment the Revenue-Cutter Service on the splendid 
work done by Capt. H. G. Hamlet and the other officers and crew of the CTtuiZ^ during 
the fii>e which destroyed the Grand Trunk Dock and damaged Colman Dock, this city, 
on July 30 . It was largely due to the UndMs efforts that the Colman Dock was saved . 
You should be quite proud of the way the Unaha was handled, as she, with the assist- 
ance of tibe steamers Dellinqham, Rosalie, and Puget and the Seattle fire department, 
came in to Colman Dock, which was on fire in 40 or 50 places, and succeeded in putting 
the fire out. 

The Uwdaa^s smaU boats patrolled the water front to pick up the people who had to 
jump from the Grand Trunk Dock to save themselves and did not leave the scene until 
every precaution had been taken to locate any people who might be aUve in the water 
or dead bodies. 

I am writing you in this as my company lands its steamers at Colman Dock, and it 
would have been a very serious inconvemence for us, as well as the traveling public, 
had the dock not been saved. 
Yours truly, 

Joshua Green, 

President. 



ANNUAL REPORT OF THE COAST GUARD. 261 

New York, Avgtist 10, 1914. 
Hon. Henbt S. Breckinridge, 

Assistant Secretary of War, U. S. S, Tennessee, 

Care Postmaster, New York. 

Dear Sir: I desire to take this opportunity of expressing to yon our appreciation 
for the particularly efficient service rendered by the captain and crew of the United 
States revenue cutter Androscoggin in removing $5,000,000 of our gold from the S. S. 
Kronprmzessin CecHe to Mount Desert Ferry, Maine. The transfer was handled very 
promptly. 

Again thanking you for this very valuable assistance, ours very truly , 

Charles D. Sabine, 

Vice President. 

Philadelphia, Pa., U. S. A., August 11, 1914. 
General Superintendent, Lipe-Saving Department, 

Treasury Department, Washington, D. C. 

Dear Sir: I was on a cruise with my boat Hedwig last week and at Bamegat Light, 
N. J., we ran aground in a very dangerous place. I thought the boat would surely be 
lost and our lives endangered, but before we had time to fully realize our perilous 
condition, the lif e-«aving crew, headed by Capt. Thompson, came to our assistance. 

There were four of us aboard, and words can not express our gratitude and praise for 
their bravery and the encouragement they gave us. Capt. Thompson and McCarthy 
watched our boat for over 24 hours, a day and a night, and it was tnrough their efforts 
alone that we were saved. The location is very dangerous; no wonder it is called the 
** Graveyard of Atlantic." 

I offered the men a reward, which was flatly refused, and we were also unable to 
obtain information as to whom we could get permission from to do something for them. 
They are the finest lot of men I ever came across; every member of the crew is a 
perfect gentleman, brave, courageous, tender-hearted, and polite. Can I not send 
something to them? 

Trufltiog to hear from you, I am, very truly yours, 

A. C. Bredo. 

Nome, Alaska, August 12, 1914- 
General Sttperintendent Lipb-Saving Service, 

Washington, D. C, 

Dear Sir: I want to take this means of expressing to you my appreciation of the 
United States Life-Saving Service, and more particularly that station of your service 
located in Nome, Alaska. 

I can not too strongly praise and commend the vbilance of the keeper and crew of 
the Nome Station, for I undoubtedly owe my life to their vigilance ana prompt action. 

I was coming aehore from the gasoline schooner El Sueno, which was anchored about 
1^ miles offshore in the Nome roadsteeui and heading directly for the station of the 
Life-Saving Service when I lost an oar upon getting into the first breakers about 300 
yards offshore. In trying to recover the oar I was thrown from the dory into the 
surf, and was rescued from the water by your crew at this station. 

I am a strong swimmer, having served in the United States Navy, but the excessive 
cold of the waters of this vicinity makes it a difficult task to swim the shortest dis- 
tance, and I know that were it not for the prompt action of the life-saving crew I 
could not have gained the shore, especially as the dory was rapidly carried away from 
me by the wind and tide. Upon bein^ taken ashore I was taken by the keeper to 
the station, where dry clothing was furmshed me, and I received the best of attention 
by way of food and stimulants while confined to the station. 

In closii^, I desire to congratulate you and the service in having such an efficient 
keeper and crew as the mexnoers of the Nome Station have proved themselves to be. 
Very truly, yours, 

P. Farridon. 



Lxjdington, September 1, 1914. 
Capt. E. E. PuGH, 

Keeper Lije-Saving Station, Ludington, Mich, 

Sir: Wish to thank you for the assistance rendered us August 30 while in a helpless 
condition off Hamlin beach, for had it not been for your promptness we would nave 
lost our launch. 

Again thanking you, I remain, respectfully, yours, 

Theo. Peters. 



262 ANNUAL REPORT OF THE COAST GUARD. 

Benton Harbor, Mich., September 5, 2914, 
Oapt. Chas. Garland, 

United States lAfe-Saving Statumy ChicagOj 111. 

My Dear Sir: I want to express the gratitude of this com{)any to yourself and crew 
for the very efficient maimer you handled everything pertsoning to the wreck of our 
steamer City of Ckicaao, caused from a fire. It affords us very great satisfaction not 
to have to report the loss of a life, or the serious hurting of a passenger or crew, which 
is due not alone to our crew, but to the very valuable assistance rendered by all con- 
cerned at the time of the accident, your crew cutting a very important part in the 
service. 

Again thanking you, I remain, yours, very truly, 

J. S. Morton, President. 



Baltimore, Md., September 9 ^ 1914. 
Lieut. Blake, 

Commanding Officer , U. S. Revenue Cutter ^^ Guthrie,^* 

Custom Housej City. 

Dear Sir: I wish to extend to you the thanks of the Middle States Regatta Asso- 
ciation and the Patapsco Navy for the efficient manner in which the course was kept 
clear for the contestants during the regatta held in this city September 7. Notwitn- 
standing the heavy northwest wind, which made it difficult for canoes and bcwits to 
retain their places, the management of your end of the regatta was all that could be 
desired. We have heard nothing but commendation from the out-of-town oarsmen, 
who were favorably impressed with the manner in which the patrolling of the course 
was carried out. 

I wish to also extend to you my personal thanks for the courtesies extended by you 
and your crew to my friends on that occasion. 

With best wisnes, I am, yours respectfully, 

Frank Drisooll. 



Department op Commerce, Washington^ September 18 ^ 1914. 

Sir: This department desires to express its thanks and appreciation for the assist- 
ance rendered the officers and crew of the tender Maple of the Lighthouse Service of 
this department by the keeper and crew of Metomkin Inlet Life-Saving Station, off 
the coast of Virginia, which on September 4, 1914, resulted in the recovery of Black 
Fish Bank Gas and Whistling Buoy 4, which had broken adrift and become partially 
imbedded in the sand on the beach near the life-saving station, in a position making 
it difficult of recovery. 
Respectfully, 

William 0. Redpield, 

Secretary. 
The Secretary op the Treasury, Washington^ D. C. 



Chicago, III., September ii, 1914. 
Mr. S. I. Kimball, 

Superintendent of Life-Saving Service^ 

United States Government^ Washington, D. C. 

My Dear Sir: The steamer George F. Bakery owned by this company, stranded 
12.10 p. m., Friday, September 18^ about 4 miles north of Gross Point Light on the 
west snore of Lake Micnigan and m two hours' time the Evanston life-saving crew 
went alongside the Baker and stood by rendering what assistance they could until 
she was released at 11.30 a. m., Sunday, September 20. 

Capt. W. H. Smith, our wrecking master, and Capt. W. H. Campau, the master 
of the Baker, both wanted me to write you and express their appreciation of the excel- 
lent service rendered by Capt. Jensen and his men, and as the writer was aboard the 
boat all during the wrecking operations, I can voucn for the capable maimer in which 
they perform^ their duties and greatly assisted in the wrecking operations. 

CJapt. Jensen is to be congratulated for having such a capable body of men under 
him, and he is, no doubt, in a large measure responsible for their efficiency. 
Very truly, yours, 

H. J. Sullivan, 

Agent. 



ANNUAL REPORT OP THE COAST GUARD. 263 

Department op the Interior, Washington, September f £, 1914. 

Dear Mr. Secretary: I b^ to acknowledge the receipt of the letter of the Treas- 
ury Department, September 17, stating that the revenue cutter Manning had conveyed 
a herd of reindeer from Ugashik to Atka Island, Alaska. 

I wish to thank the Revenue Cutter Service for 1^ assistance to the Bureau of 
Education in its work in Alaska. 
Cordially, yours. 

Bo Sweeny, 

Assistant Secretary. 
The Honorable the Secretary op the Treasury. 



Detroft, Mich., September 29, 1914- 
Capt. J. D. Person, 

Thunder Bay lAJe-Saving Station, Thunder Bay Island, Mich. 

Dear Sir: I wish to compliment you and your crew on the efficient manner in 
which you came to the assistance of myself and wife and Dr. R.J. Baskerville when 
the Doctor's launch, the Rahbifs Foot, became disabled during a blow on Thunder 
Bay, September 2, and you, personally, for the way in which you took care of us on the 
island for two days, while the launch was being repaired. 
Again thanking you, I remain, sincerely, yours, 

Frank L. Chidsey. 



BurnsH Embassy, Washington, October 7, 1914. 

Sir: The news having reached Ottawa that the United States revenue cutter Bear 
has arrived at Nome with the surviving members of the crew of the exploring ship 
Karluk, I have the honor, at the request of the Governor-General of Canada, to 
offer to the United States Government the sincere thanks of the Canadian Government 
for the friendly action of the United States authorities in dispatching the Bear to the 
relief of the Karluk expedition. The Canadian Government wish also to express its 
high appreciation of the kind treatment shown by the officers and crew of the Bear 
to the rescued members of the KalvJc, with the request that it may be conveyed to the 
proper quarter. 

I have the honor to be, with the highest consideration, sir, your most obedient, 
humble servant, 

(For the ambassador:) 

CoLviLLB Barclay. 

The Hon. W. J. Bryan, 

Secretary of State, etc. 



Nome, Alaska, October 12, 1914. 
Hon. S. I. Kimball, 

General Superintendent U. S. Life-Saving Service, Washington, D. C. 

Sir: I wish to express my appreciation of the services rendered by Keeper T. A. 
Ross and two of his men of the Nome life-saving station to the S. S. Corwin, which 
grounded on September 19, 1914, in latitude 65° 1(K N. and longitude 167° 01' i'' W. 

I sent the purser to Nome to get lighters to lighter cargo and notify the keeper. 
He arrived in Nome September 20 with Keeper Ross in launch Defiance, arriving 
at the Corwin on tht 21st, 0.15 a. m. 

After consulting with Capt. Ross, we decided to establish camp on the beach and 
lighter cargo ashore. We started at daylight', using the ship's boats, they being 
towed by launch Defiance. 

The services rendered by Capt. Ross and crew were invaluable to me as there was 
a heavy northeast wind blowing and without the assistance of his crew and launch 
he would have been unable to get cargo ashore and would have had to jettison it. 

Capt. Ross and crew remained with us until ship was floated on September 23, 7 
p. m., and gave valuable assistance in running anchors and heaving ship off. I 
can not spesuc too highly of the efficiency^ of the Nome life-saving service and the 
valuable work done by it under the direction of Capt. Ross. 
Respectfully, 

R. J. Healy, 
Master S.S. ''Corwin.'' 



264 ANNUAL BEPOBT OF THE COAST GUABD. 

OcroBBB 14, 1914. 
Capt. Nelson, 

Keeper U. S, lAfe-Saving Station, Musikegon, 

I am more than thankful to you for the prompt action you took in assisting me with 
my schooner Isolda Bock and crew, and our superintendent should be thankful in 
having a keeper as prompt as you, being disabled with mainsail gone and jibs and 
a gale blowing so hard. It was impossible for me to ^et along without your help. I 
only wish they had more keepers like you in the stations. 
With many thanks to you, yours, 

Capt. L. C. Lttdwio, 

Of Schooner ''Isolda Bock.'' 

Elberta, Mich., October 20, 1914, 
To the General Superintendent, 

U. S, Life-Saving Service f Washington, D. C. 

Dear Friend: We, the imdersigned, do highly appreciate the gallant work of 
the boys of the Frankfort station, whose names will appear in the report for saving 
our lives when our engine refused to work, en route from Arcadia to Frankfort. But 
for them we would have dashed against the piers and lost. 

The boys who so bravely labored to save us were hard workers. Words can not 
do justice to our appreciation. 

Yours, for great success, Alonzo Bice, 

Ovmer of the Launch " Uand /." 
Samuel H. Ives. 
Wm. Smith . 

Boston, Mass., October 27, 1914. 

Hon. Secretary op the Treasury, Washington, D. C. 

Dear Sir: On October 21 my steamer, the City of Philadelphia, became disabled 
on accoimt of boiler trouble, the steamer at that time being in dangerous condition 
on the lee shore of the coast of Maine. The steamer was forced to anchor in Muscongus 
Bay. I telephoned to the collector of customs at Portland, Me., and asked for assist- 
ance, and the revenue cutter Woodbury towed me from there to Portland, where 
I made repairs. My ship had perishable cargo on board, and by the quick action of 
the cutter my cargo was saved at a small loss, and ship moved to safe harbor. 

This coula not have been done by towboats, as there are none in that locality. 
This shows what excellent service the revenue cutters are rendering to shipping 
along our coast. No one appreciates same more than the man that follows the sea. 
I wish to express my heartfelt thanks to you for the service rendered to my ship. 
Yours, very respectfully, 

Theodore Krumm, 
Master and Owner ''S. S. City of Philadelphia.'* 



New York, October 28, 1914. 
Capt. S. H. Harding, 

Superintendent First Life-Saving District. 

Dear Sir: I wish to express my appreciation of the efficiency of your department 
which was demonstrated to me on the night of October 7, this month. While going 
off to Monhegan in an open boat during a bad southwest blow, the engine broke down 
a mile from Monhegan Island. After about eight hours on the water, constancy 
pumping, my companions and myself signaled for help about 12 o* clock at night, 
whicn was promptly answered by Capt. Meyers and a crew from Burnt Island, who 
after a hara and long row reached us and took us into Burnt Island. 

Thanking Capt. Meyers and his crew through your department, I am. 
Very truly, yours, 

Alonzo S. Tredwell, M. D. 

Chincotbague, Va., Novembers, 1914. 
Capt. Joseph Feddime, 

Master U. S. Life-Saving Station, Assateague, Va.: 

I feel I owe you and your crew the greatest thanks for coming to my assistance 
so quickly on Tuesday morning of November 4, when my son got his foot crushed off 
in Tams Cove, while getting under way to sail for New York, by the cogwheels in 



ANNUAL BBPOBT OF THE 00A8T GUABD. 265 

my windlaaB. If it had not been for voiu: help, I don't know what I would ever 
done, for no one could have done any better than you and your good crew done to 
help me. Now, may God bless you and all your good crew, and richly reward you 
for what you done for me and my son. 

Yours, sincerely, Capt. E. D. Brasux, 

Master of Schooner **Bill Nye^ 

Department op Commerce, 

Waahingtorii October SI, 1914. 

Sir: The department has received by reference from the Revenue-Cutter Service 
the report of First Lieut. William J. Wheeler, commanding the revenue cutter Macki- 
nac, on his service in enforcing the laws relating to the anchorage and movements 
of vessels in the St. Marys River. The department is gratified to note the efficient 
manner in which Lieut. Wheeler has maintained the patrol of the waters under his 
jurisdiction. The statement that the circumstances do not warrant any amendment 
to the present rules and regulations is also gratifying as, in the opinion of the depart- 
ment, these rules should not be amended unless the changing conditions necessitate 
such amendments. 
Respectfully, 

Wm. J. Harris, Acting Secretary, 

The Secretary op the Treasury, Washington, D, C. 



Green Bay, Wis., November 11, 1914. 
War Department, Washington, D, C. 

Gentlemen: On the night of October 13 our dredge fleet, consisting of a dredge and 
two scows, while entering the piers at Manitowoc, Wis., during a gale from the east- 
northeast, under tow of the tugs Torrent and N.^ Boutin, had tne misfortune, due to 
the breaking of the Torrent* s tow line, of grounding on the south side of the channel. 

The cutter Tuscarora, 9a well as the Two Rivers lifenaaving crew, gave us valu- 
able assistance in releasing this dredge. This service we wish to herewith acknowl- 
edge and to say further that it was very much appreciated by us. The Tvscarora 
stood by, permitting the use of their l(>-inch hawser, and finally pulled our dredge 
off. The Two Rivers life-saving crew passed lines back and forth between the tow 
boats and the dredge. This was due to the fact that the dredge had grounded in such 
shoal water that the tugs could not reach it. 

If there are any cluurges due for this assistance, we respectfully request that we 
be informed of same, so that we may take care of them. 

Trusting the department will convey our thanks to the captain of the Tuscarora 
and the captain of the Two Rivers life-saving station, and again assuring you of 
our appreciation, we are, 
Respectfully, yours, 

Greiuno Bros. Co., 
Per L. H. Barkhausen, 

Secretary, 

November 17, 1914. 

To the General Sxjperintbndbnt op U. S. Lipb-Savinq Service, 

Washington, D. C; 

I wish to hereby extend my sincere thanks and appreciation to the captain and 
members of crew of the Core Bank Life-Saving Station for their heroic and timely 
rescue of myself and crew from an open boat in a high sea and extremely dangerous 
surf and for their kind treatment afterwards, and I feel that the service is to be con- 
gratulated in having such good men in their dangerous occupation to represent them. 
Yours, very sincerely, 

Edw. H. Mercer, 
Master of Schooner ** Henry W. Cramp,** of Boston, Mass. 



NoRPOLK, Va., November 22, 1914. 

To the General Supbrintbndent op Lipb-Saving Service, 

Washington, D. C. 

Gentlemen: On November 15 this instant the schooner Massasoit, of New Haven, 
Conn., of which I was master, after losing her chains and anchors was driven ashore 
on Smiths Island near life-saving station commanded by Capt. George Hitchens. I 



266 ANNUAL BEPOBT OF THE COAST GUABD. 

wish to call to your notice the excellent work performed by Capt. Hitchens and his 
crew; they rescued myself and crew of 10 men all told in a heavy southeast storm 
blowing at least 60 miles per hour and directly onto the beach, causing heavy break- 
ers. It certainly required e;ood judgment and cool heads to man a lifeboat and take 
an entire crew together witn their bagga^ o£f of a wreck tiiat was apparently break- 
ing up and with such a heavy sea runmng and land us all safely. I also feel very 
thankful for the kind treatment that we received by the captain and his crew during 
the time we were with them. 
Respectfully, yours, 

M. O. CuMMiNos, Master, 

PoKT HuEON, Mich., December 11, 1914, 
Lipb-Savinq Service, Washington^ D, C. 

Gentlemen: We wish to thank your department for the prompt action taken by 
your life-saving station at Stuigeon Point and Thunder Bay Island going to the 
assistance of our steamer Lakeland which stranded on South Point early in the morning 
of November 10. 

These crews not only stood by with their lifeboats, but aided the crew of oiu* steamer 
in moving some of the cargo and rendered every assistance within their power and 
stood by until the boat was released. 

We should be greatlypleased if you would extend to the crews our sincere thanks 
for their prompt and emcient help. 
Very truly, yoiu», 

F. D. Jenks, President. 

Philadelphia, January 5, 1915, 
Hon. Byron R. Newton, 

Assistant Secretary of Treasury, Washington, D. C 

Honorable Sir: We wish to thank your department for the very creditable serv- 
ice rendered the schooner Warren Adams and her cargo of lumber by the revenue cutter 
Itasca, her officers, and crew. 

The writer went to Newport News to receive the vessel from the captain of the cutter, 
and on hearing the report from the captain we know they took some bad chances, and 
we must say uiat we are pleased to know tMt such a capable and valuable man as 
Capt. B. M. Ohiswell has charge of one of your vessels whose station is so near such a 
pomt as Hatteras. 

We know that ^rour first idea of ridding the ocean of these wrecks is on accoimt of the 
shipping interest in general, but we must assure you that we schooner owners certainly 
appreciate having the free service of a revenue cutter to bring them in when they get 
in such a shape &at the crew has to leave them. 
Yours, truly, 

A. D. Cummins & Co. 

Boston, Mass.> January 5, 1915, 
Hon. Secretary of Treasury, Washington, D. C. 

Sir: As agent of the steamship Lansing and in behalf of the owners I wish to express 
our gratitude and thanks for the assistance rendered and in the successful floating of 
the steamship Lansing at Bass River, Mass., January 1 by the revenue cutter 
Acushnet, 

For the many favors and i)erseverance of Lieut. Satterlee and his men on the cutter 
we are deeply grateful. 

I truly believe the Revenue Cutter Service is one of the greatest protections the 
Government is giving to shipping to-day. 

Again thanking you, I am, very respectfully, yours, 

O. A. Gilbert, Agent, iS, S, ^^Lansir^g,'* 



Boston, Mass., January 16, 1916, 
Chiswell, 

U, 8, Revenue Cutter *^ Itasca,'* Portsmouth, Va, 

Dear Sir: We wioh to thank you for your telegram, advising us you have the 
abandoned schooner John W, Dana in tow, and will arrive at Hampton Roads on the 
16th, notifying us to please take chaige as soon as possible. 



ANNUAL BEPOBT OF THE COAST GUARD. 267 

Our Mr. Webb leaves for Newport News tonight, and has wired ypu at Norfolk, 

thanking you for your excellent service and stating that we have notified the Clark 

Towboat Co. at Norfolk to take charge, and for you to please deliver tiie vessel to them. 

We wish to take this opportunity to thank you for your very prompt and efficient 

service in bringing this vessel into port, thus saving valuable property. 

Yours, very truly, 

RooEBs & Webb. 



Elizabeth Cmr, N. C, Febnuary 5, 1915, 
Lieut. Henry Ulke, 

Amstant Inspector, Sevenih Coast Ouard District, Elizabeth City, N. C. 

Dear Sir: We wish to thank you for floating our motor boat White Wing while ashore 
at Cape Channel, January 28, which rendered us valuable assistance. 
The Carolina and crew worked faithfully. 
Yours, YGty truly, 

Globe Fish Company (Inc.), 
A. S. Foreman, Manager, 



Honolulu, Hawah, February 6, 1915, 
Capt. James H. Brown, 

U,S. Coast Guard Cutter *' Thetis," Honolulu, Hawaii, 

Dear Sir: Capt. E. Ericksen and ourselves desire to express our sincere thanks to 
you, your officers, and crew for the valuable assistance rendered in removing the 
American schooner Defender from the reef on the windward side of the island of Lanai, 
and would ask that you extend our thanks to your officers and crew. 

Capt. Ericksen and ourselves feel that you are entitled to the entire credit for the 
removal of the Defender from the reef, and can assure you we appreciate hig^y the 
valuable services performed. 

Again thanking you, we beg to remain, yours, gratefully. 

Hind, Rolph A Co., 
Per J. N. Clarke, Manager, 
Agents for American Schooner ^^ Defender," 



WBcrrpoRT, Wash., February 8, 1915. 
Capt. Jacobsok, 

United States Life-Saving Station^ Westport, Wa^, 

Dear Sir: Please accept our sincere thanks and appreciation for your prompt 
action in taking an injured man from our place to the doctor at Aberdeen. 
The man is now doing nicely and desires also to extend his thanks. 
Yours, truly, 

E. B. Benn. 



New York, February 24, 1915, 
Mr. William G. McAdoo, 

Secretary of the Treasury, Washington, D. C. 

Dear Sir: The steamer Trafalgar, one of the ships of our line, stranded off Cape 
Lookout on her passage to Cuba in the early part of January. This ship went on 
the bottom about 6 o'clock in the morning and the revenue cutter Seminole was 
sdongaide at 10 a. m. 

From information that we gathered from the captain, the officers and crew of the 
Seminole rendered every assistance that was possible to the ship, and stood by her 
from the time of her strandinjg until she was floated and accompanied her from the 
reefs into the Cape Lookout b^t. 

Capt. Jacobson, of the steamer Trafalgar, speaks in the highest terms of the assistance 
that ne received from the Seminole ana says that it was partly due to their efforts that 
^e ship was floated. 

We wish to thank the captain, officers, and crew of the Seminole, through your 
department, for the valuable services rendered to the Trafalgar on tms occasion. 
Yours, very truly, 

American and Cuban Steamship Line (Inc.), 
John W. McGrath, Marine Superintendent. 

4943**— 15 ^18 273 



268 ANNUAL REPORT OF THE COAST GUARD. 

Norfolk, Va., March 2 , 1915. 
Capt. OmsHOLM, U, S, Revenue CuUer *^ Itasca.'* 

Deab Captain: I desire to expreee to you my appreciatioii for the services you 
rendered me in towing my schooner Lizzie A. Wutiams from Assateague, Va., in 
December last to Hampton Iloads as my vessel was in a disabled condition. 
Respectfully, 

Joseph W, Wbatherlt, 
Master Schooner **Lvgzie A. Williams.** 



Fort Oanby, Wash., March 8, 1916. 
Mr. Alfred Rimer, 

Captain U. 8. Life-Saving CreWy Fort Canby, Wash. 

Sm: Allow me to take this way to express the gratitude of the department to myself 
and youneelf to yourself and your crew for your dilligent response to our call when 
Wm. Feller was lost overboard from a ban^e at our dock. Your persistent and com- 
petent work in dra^^ging for the bodv on Saturday afternoon and the most of the fol- 
lowing Sunday is highly appreciated indeed. 

I wish also to tender my thanks for the valuable services you rendered us in taking 
sounding in the vicinity of the jetty on the 3d instant. 
"Yours very truly, 

R. M. Cram, Junior Engineer. 

San FranciscOj Cal., March IS, 1915. 
The Secretary of the Treasury, Washington, D. C. 

Sir: We wish to express to you our appreciation of the very efficient performance 
of the revenue cutter Androscoggin in bringing into port the Belgian relief snip Camino, 
and through you to express to the captain, officers, and crew of the Androscoggin our 
profound thanks for their bard and thoroughly satisfactory work. 

The cutter pluckily stood by the Camino for ovet a week amid a succession of severe 
North Atlantic gales, towing, suppljriog gear, running lines, and rendering effective 
assistance when the weather permitted, • and sendiog cheering messages and pro- 
fessional advice when the heavy seas prevented more direct aid. 

The introduction of wireless telegraphy has laigely increased the sphere of useful- 
ness of these cutters, which are saving millions of dollars and hunored of lives by 
finding and salving vessels at sea before the final catastrophe takes place. 

It is due entirely to the Androscoggin and the Canadian cutter Laay Laurier that the 
Camino arrived safely in port instead of probably going to pieces on the beach and 
furnishing occupation only to a life-saving crew; and in view of this extension of its 
usefulness it is a matter oi great satisfaction to sdl persons connected with the sea to 
feel that the Revenue-Cutter Service has officers and men as efficient and as well 
emupped professionally as are those of the Androscoggin. 

We would be pleased if you would furnish copies of this letter of appreciation to 
the captain and officers of tne Androscoggin. 
Yours, 

Swaynb & HOYT. 

Cape Lookout, March 20, 1915. 
Capt. Fred G. Gellikin, 

Of United States Coast Chiards, Cape Lookout Station. 

Dear Sir: I wish to sincerely thank you and your sturdy crew for the valuable 

services which you rendered me and my crew of Schooner Sylvia C. Hall which 

stranded on the shoals March 17, 1915, also for the treatment shown me while at your 

station. You deserve great praise ana I shall not fail to do my part making it known. 

Yours, very truly, 

C. W. Spragub, Master. 

PopHAM Beach, Me., March 26, 1915. 
Captain Commandant, 

United States Coast Guard, Washington, D. C. 

Dear Sir: We wish through you to thank Capt. Berry and all his crew of the United 
States Coast Guard station located here, for their efficient work and services in saving 
property from the Hotel Bockledge which was biuned on March 20, 1915. Also to 



ANNUAL BBPOBT OF THE COAST GUARD. 269 

especially tfaank the captain for his efforts in preventing robbery and for his willing- 
ness to help run down and pimish those who were guilty. 
YouTo, very truiy, 

The R. E. Trust op Massachusetts, 
By George E. Lovejoy, Trustee. 



SouTHPORT, N. C, April ;?, 1915, 
The Captain Commandant, 

United States Coast Cfuard, Washington, D. C. 

Dear Sir: I am writing you as master and managing owner of the motor pilot boat 
D. H. Penton, of Southport, N. C, owned by Cape Fear Bar Pilots' Association, by 
unanimous direction of said association, in r^ular meeting held 1st AprU^ 1915, to 
express our hearty thanks and appreciation of tne prompt, vigorous, and efficient work 
of the crews of Oak Island Coast Guard station, under Capt. Dunbar Davis, and Cape 
Fear Coast Guard station under Capt. Samuel Brinkman, on the occasion of the acci- 
dent to our said pilot boat on March 16, 1915. Our boat was driven ashore, in a heavy 
southwest gale, on Bald Head Point, and her position was perQous. The quick re- 
sponse of the Coast Guard men imder command of the able keepers mentioned above, 
wentfar toward preventinga serious re8iilt,anda verv considerable lods tons. We desire 
to especially brmg to your attsntion the efforts of Oftpt. Dunbar Davis and his men in 
assisting to float tne boat. His work and that of his men showed expert knowledge 
and most excellent seamanship. We also desire to bring to your notice the work of 
Capt. Samuel Brinkman and his men, and especially the fact that Capt. Brinkmau, 
in getting a hawser from the mine planter. Gen. E. T. Frank, to our boat, was in the 
water up to his shoulders, for more than an hour, in icy cold weather. The work of 
the Coast Guard men was prompt, quick, and efficient, and can not be too highly 
praised. 

Our association heartily appreciates the work of the Coast Guard on our coast, 
and after observation and knowledge of many years is in position to say that it is 
impossible to overestimate the work of this branch of our Government service. 
Yours, very truly, 

Wm. St. George, 
Master and Managing Ovmer Pilot Boat ** X>. H. Penton.^^ 



Charlevoix, Mich., April 10, 1916. 
Hon. G. B. LopBERG, 

Superintendent Coast Guard District No. 1, Grand Haven, Mich. 

Dear Sir: Under date of March 17 last the gas boat Castartft (57 feet in length) 
one of the fishing fleet here, with a crew of five men, met with an accident to its 
engine, rendering it impossible for the boat to reach the harbor, a distance of about 
7 miles, and there being no other boat in sight to come to its rescue. The darkness 
of the nijght came on and the torch was applied, which was promptly responded to 
by the lue-saving station and immediate action taken to bring the boat and men 
ashore, which proved a grand success, reaching harbor at about 10 p. m. 

As said before, the boat was out about 7 miles, considerable floating ice was encoun- 
tered, with a heavy northwest wind blowing; it was, indeed, no easy task to tow the 
boat ashore. 

The city of Charlevoix may well count among its various resources the life-saving 
station as one of the most valuable assets and to consider itself very fortunate, indeed, 
in being so well protected. 

Yours, very truly, Oltjf NcJrdrum. 

South Havbn, Mich., April 22, 1915. 
Mr. G. B. LoFBEBO, Grand Haven, Mich. 

Dear Sir: Again I am thankful this time to the Coast Guard station of South 
Haven, Capt. Johnson and crew, for the noble act they did me and my son, on a 
little gas fishing tug, Guerilla, which was disabled about 8 miles out in the lake, 
on the night of me 20th. They w^e some four and one-half hours getting us into the 
harbor. 

I am thankful to you for having in your service such a captain as Frank Johnson. 
Very truly, yours, 

L. C. LUDWIG. 



u 



270 ANNUAL BEPORT OF THE COAST GUABD. 

Nbw York, April t9, 2915. 
Capt. Howard M. Horner, 

Keeper Life Statwn, Mantoloking, 

Dear Sir: Allow me to thank you, on behalf of myself and crew, for the efficient 
manner in which you succored us and your extreme kindneaB, during oiur stranding on 
the bcMach, at your station on the night of April 11, and your attention until we floated 
on Monday, April 13, 1915. 
Please accept our jg;ratitude. 
Yours, very sincerely, 

Henry Lawrence Hack. 



MuNiciPO DE San Juan, Puerto Kigo. Offigina del Sbcretario. 

RESOLUTION expressing to the officers and men of the revenue cutter Alaonmiin the gratitude of the 
people of San Juan for their eflective help in fires which occurred in the city during their stay in this 
port. 

Whereas during the time that the revenue cutter Algonauin has been stationed in 
Porto Kico, several fires have occurred in the city of San Juan, in which the officers 
and men of the said revenue cutter have given enective help, cooperating decidedly 
to extinguish said fires and to save property: 

Whereas said vessel is about to leave the island and to be succeeded by another boat; 

Whereas, it is the desire of the municipal council of San Juan to express to said 
officers and men of iho AlgonquiUy in the name of the city of San Juan, tne apprecia- 
tion they have for^ their noble service; now therefore, the mimicipai council of San 
Juan adopts the following 

resolution. 

Section 1. That the gratitude of the inhabitants of the city of San Juan be expressed 
to the officers and men of the revenue cutter Algonguin for the ^lant services during 
the different fires which have occurred in the city, as well as m its different wards, 
diu-in^ which the help of the said officers and men have been effective, both in extin- 
guishing of said fires and to the saving of property. 

Sec 2. That a certified copy of this resolution, with a translation into the English 
language, be forwarded to the commanding officer of the aforesaid revenue cutter 
Algonquin, 

I, Manuel Moraza Diaz, municipal secretary of the city of San Juan, Porto Kico, dp 
hereby certify that the for^;oing resolution was adopted by the municipal coimcil 
of this city, at its meeting on the 9th day of June, 1915, and approved by the mayor 
on the 10th day of June, 1915. 

[Municipal seal of San Juan.] ^ Manuel Moraza. 



Chicago, III., May 10 , 1915, 
Capt. PuGH, 

United States Life-Samng Stationy Ludmgtony Mich, 

Dear Sir: We are inclosing herewith copy of a letter which we have addressed 
to the Captain Commandant at Washington, and we wish to thank you personally 
for the prompt and efficient service rendered by yourself and your crew to our steamer 
Marion. We assure you that if there is anything we can do at any time to show our 
appreciation, we would be only too glad to have you call upon us. 
Yours truly, 

Daniel Peterkin, Treasurer. 



United States Department of Labor, 

Galveston, Tex., May 19, 1915. 
Mr. George W. McKbnzie, 

Keeper United States Coast Chmrd Station, Galveston, Tex. 

Sir: This office desires to express its sincere appreciation for the courtesies extended 
to this service by you and the men serving under yoiir immediate direction. 

The most recent instance was in the case of an alien who, upon being placed in 
detention, took poison with suicidal intent. The boats operated by this service were 



not available at that particular time. Your promptness in responding to our appeal 
for aid and your readiness to place a crew and surfboat at our disposal in order to 
speedily convey this alien from Pelican Island to a hospital in Galveston saved a 
human life. 

On another occasion a vessel arrived imexpectedly late one Sunday afternoon with 
more than 200 persons on board. It was necessary to transfer all passengers and their 
personal e£fects to the immigration station. There were so few immigration officials 
on duty at the tune, it was found difficult to cope with the situation. You , however, 
placed yourself and men at our disposal and rendered most valuable assistance, not 
only at the time of disembarkation, but also on the following day, in keeping order 
during tiie inspection of said passengers. 

There are other acts of courteiy and kindness I might mention, but I wish to recall 
these two particularly and thani: you for same. 

It is a pleasure to be associated with officials who have the injterest of the Govern- 
ment at heart and who so wUlingly cooperate with other branches of the service when 
necessity requires. 
Respectfully, 

James B. Bryan, 
Inspector in Charge. 

Official copy respectfully referred to Mr. James F. Phillips, superintendent, Ninth 
Coast Guard District. 



Port Arthur, Tex., May tt, 1915. 

Superintendent of Coast Guard Service, Galveston, Tex, 

Dear Sir: We beg to extend our appreciation for the services rendered by the life 
savers on the Sabine bar on the lOth instant, in assisting us at pulling the launch 
Florence off the beach, some 60 or 70 miles from Sabine. JV^e are quite sure that it 
would have been impossible for us to save this boat, after going to the expense of taking 
a tug over there, had it not been for the life savers' skill in running lines and doing 
the difficult tasks. 

Thanking you again, we remain, yours, very truly, 

Thompson & Company, 
By Martin Thompson. 



Portland, Greg., June 14, 1915, 
Capt. O. S. Wicklund, Hammond, Oreg. 

Mt Dear Captain: On behalf of the Port of Portland I wish to thank you and your 
efficient crew for the most valuable assistance rendered on the morning of June 10, 
when jrou rescued our Barge No. 16 and turned her over to the tug OneorUa. We fully 
appreciate the value of this service, and if at any time we can be of assistance to you 
in any way, would be pleased to have you call on us. 
Very respectfully. 

The Port of Portland, 
By E. W. Wright, 

General Manager. 



Norfolk, Va., June 17, 1915. 
Commander of Coast Guard, 

Revenue Cutter Onondago, Norfolk, Va. 

Dear Sir: I wish to thank you in behalf of myself and owners for your timely 
assistance rendered the schooner Emma 8. Lord when she was in distress on the 9th of 
this month. 

^ No one can properly appreciate how much your timely aid meant but those who are 
similarly placed. 

With every good wish for you and each of your men, and that you have many years 
of success, I am 

Your grateful friend, 

Roy F. Gilley, 
Master of Schooner Emma S, Lord. 



272 ANNUAL BEPOBT OF THE COAST GUABD. 

San Fbancibco, Cal., June 25, 1915, 

SUPBRINTENDBNT ThIBTEENTH DiSTBICT CoAST GuARD, 

San Francisco, Cal. 

Deab Sib: I take this opportuDity to congratulate you upon the efficiency of your 
oisnnization. 

The other day while making a landing in my biplane I was caught by a side wind 
and carried into the breakers. It was due entirely to the prompt service of your ^ men 
that my machine was saved from total destruction. I thank them through you for 
the assistance they rendered. 
Very truly, yours, 

Wm. H. Pipkin. 

Chicago, III., June 28, 1915. 
Capt. Pbteb F. Jensen, 

Evanston Coast Guard Station, Evanston, lU. 

Deab Sib: I wish to acknowledge my thanks for your help in getting oS the sand 
bar with yacht Nancy Alice yesterday, off Kenilwortn. 

I am glad to say that the yacht is undamaged, and I am pleased with the promptness 
with which you responded to our call. 
Very truly, yours, 

A. M. Andbews. 

1 Southaide Station, on June 21, 1916. 



AWARDS OF LIFE-SAVING MEDALS: 1915 



273 



AWARDS OF LIFE-SAVING MEDALS. 



During the fiscal year 1915 the Secretary of the Treasury, under 
authority of acts of Congress approved Jime 20, 1874, June 18, 1878, 
May 4, 1882, and January 28, 1915, awarded medals of honor to 58 
persons and a silver bar to another person, who distinguished them- 
selves in saving or endeavoring to save persons from drowning. 
Twenty-one of mese medals were gold, and 37 silver. The services 
for which gold medals were given are briefly set forth below, together 
with a tabulated list of awards of silver medals. 

Charles A. Tucker, keeper, and Surfrrien ArUTiony F. Gflaza, Thomas 
W. Bennetts, Serge Anderson, John Beck, Chester 0. Tucker, George 
Halpainen, Charles Kurnpula, and Henry Padberg, Eagle Harbor 
Coast Guard Station; and Thomas H. McCormick, keeper, and Surfmen 
John McDonald, John C, Alfsen, Fred C SoQ/man, Paul Liedtke, GoUin 
S. Westrope, David M. SmaU, and Oscar Marshall, PorUige CoaM 
Guard Station. — ^Awarded gold medals July 15, 1914, for heroic con- 
duct in rescuing 24 persons from the steamer Waldo, of nearly 5,000 
tons burden, wiich was driven on Gull Rock, off Keweenaw Point, 
Lake Superior, on November 8, 1913, in perhaps the most furious 
storm, with heavy snow, that has ever visited the lake. The wind 
was about 70 miles an hour and the sea very rough. The vessel broke 
in two, and the imperiled people took shelter in the cabin, where they 
were compelled to remain for 90 hours without food. 

News 01 the wreck reached the Eagle Harbor station on November 
9, and the crew made a brave effort on that day, in a power surfboat, 
to reach the vessel. After having proceeded 8 miles, it was foimd 
impossible to go farther, on account of the great amount of ice which 
burdened the small boat, and return was made to the station. The 
lifeboat, larger and more powerful, was undergoing repairs when 
word concerning the wreck was received, and when it was found 
impracticable to effect a rescue with the surfboat, the crew returned 
to their task and put it in condition to go to sea. The power lifeboat 
was launched at 3 a. m. on the 11th, and after making way against 
almost insurmountable seas, and being exposed to the snow and 
freezing wind for four hours, the crew reached the Waldo, 32 miles 
from the station. 

Information concerning the disaster was not received at the 
Portage station until noon on November 10. The shortest distance 
to the wreck was 60 miles, but the keeper, in order to avail of the 
protection afforded by the ship canal to Portage Entry and thus avoid 
the terrific sweep of the wind, chose the latter route, which made the 
distance to the Waldo 80 miles. In response to a message sent by 
the keeper before starting, a tug met the power lifeboat as it emerged 
from the canal and towed to the scene of tne wreck, which was reached 
at 3 o'clock a. m. on the 11th. 

275 



276 ANNUAL REPORT OF THE COAST GUARD. 

While the thick ice which encased the Waldo^s cabin was being 
chopped away to free the snjBfering men and women, the Eagle Harbor 
crew arrived. Both lifeboats were practically ice-logged, which 
added to the difficulties and increased the hazard. With able 
maneuvering, in the face of great danger, the life-savers were able to 
take the 22 men and 2 women into their boats, and all hands, and the 
ship's dog, were safely landed at Houghton, Mich. 

In awarding a gold medal to each of the keepers and surf men who 

Sarticipated in this notable rescue, the department recognized the 
isplay of a degree of good judgment, skill, and imdaimted heroism 
which stands with the most praiseworthy instances of efficiency and 
bravery in the annals of the service. , 

A more complete account of this disaster and rescue may be found 
in the annual report of the Life-Serving Service for 1914, pages 87-90. 

Charles Venus j sergeant, Company /, Twenty- Third Infantry, — 
Awarded a gold medal October 10, 1914, for heroic daring in swim- 
ming ashore during a severe storm and high seas to secure aid in 
rescuing three men who were lashed to an overturned sailboat. On 
the night of June 29, 1914, Sergt. Venus and three companions 
were sailing on Galveston Bay when overtaken by the storm and 
their boat capsized. After cautioning the other men, who had 
secured a hold on the boat that their safety depended on their 
remaining by the boat, Sergt. Venus removed his clothing, and in 
spite of protests, started to swim ashore, and arrived at the miU- 
tary camp at Texas City, Tex., about 11 p. m. Several boats were 
sent out to the rescue, and the one directed by him discovered the 
imperilled men at about 2 a. m. and took them to the camp. The 
distance ashore was variously estimated by the men involved as 2 
to 4 miles. 

The courageous decision of Sergt. Venus to swim ashore for 
help, and his daring efforts to rescue his companions, in which he 
suffered injury and from which he afterwards collapsed, entitled him 
to recognition for his heroism by the award of a gold medal. It 
appears from the record in the case that his action, no doubt, pre- 
vented the drowning of the other members of the party. 

John S. ClarTcj Tceever, Fort Point Coast Guard Station, Joseph i. 
Nutter, Tceeper, arid Michael Maxwell, surfman, Point Bonita Station, — 
Awarded gold medals March 20, 1915, for heroic daring upon the 
occasion oi the wreck of the steamer Hanalei, which ran on a reef 
off Point BoUnas, Cal., November 23, 1914. 

The circumstances connected with this disaster were somewhat 
different from those usuaUv encountered in the work of the service, 
and opportunity was afforded, in the hne of duty, for the display of a 
high order of skill, judgment, and mdividual heroism. From among 
the members of the crews of the Fort Point, Point Bonita, and Golden 
Gate stations these men. Keepers Clark and Nutter, and Surfman 
Maxwell, were selected for this distinctive award on accoimt of the 
conspicuous part taken by each of them in the rescue work upon the 
occasion referred to. 

A full account of the disaster and the work of the life-savers is pub- 
lished elsewhere isx this report (pp. 9 and 118). 



ANNUAL BEPOBT OP THE COAST GUABD. 



277 



Awards of silver medals. 



Name. 



John Belmont, 



Daniel McGrath. 



J. B. Cadenbach. 



Robert A. Fowler. 



' Joseph W. Finnegan. 



Ralph Woodworth. 



Edward J. Grady. 



John Grady 

Michael Giibride. 



Peter McNeil. 



Albert E, Keily. 



William J. Guerra. 



Mitchell Stevens. 



Russell A. Presley. 



Ernest W.KeUer.. 



Claud R. Vandervert. 



Residence, etc. 



Private, Twenty-third 
Infantry United 
States Army. 



Patrolman, police de- 
partment, New York 
city. 

Ck)xswain, United 
States Navy. 

Deck hand, steamer 
George B. McClellan, 
New York Fire De- 
partment. 

Patrolman, police de- 

Sartment, N ew York 
ity. 
Rockville Center, New 
York. 



520 East One hundred 
forty-ninth Street, 
New York City. 



.do. 



Mate, correction boat 
Thomas A. Mulry, of 
New York City. 

Laborer, Department 
of Docks and Ferries, 
New York City. 



Buffalo, N.Y. 



Laborer, department 
of docks and ferries. 
New York City. 

Westhampton Beach, 

N.Y. 



Sergeant, United 
States Marine Corps. 



Electrician, second 
class, United States 
Navy. 



Sergeant, Company 
K, Seventh United 
States Infantry. 



Service rendered. 



Rescue from drowning of Private Timothy 
Nolan, Twenty-third Infantry, United 
States Army, who had been seized with 
cramps while in surf bathing, Galveston 
harbor, Tex.. June 18, 1914. 

Rescue of Capf . Albert Potter and Matthew 
Drennan, of the yacht Crusader, from 
drowning in the North River, N. Y., night 
of Oct. 25, 1913, they having fallen into the 
river while attemptmg to board said vessel. 

Rescue of Harry Buttemeld from drowning 
in the Little Arkansas River on June 4, 
1914, his canoe having capsized. 

Rescue from drowning m East River, N. Y., 
of Ferdinand Collura, an escaped inmate of 
Metropolitan Hospital, Blackwells Island, 
New York City, on May 31, 1914. 

Rescue from drowningin East River, N. Y., 
on July 23, 1914, of Harry Sadowsky, who 
had jumped into the river. 

Rescue of Olive DeMott from drowning in , 
Fundy Gutter, Town of Hempstead. Nas- 
sau County, N. Y., on July 16, 1914. she, 
one of a party of excursionists having fallen 
overboard from the motor boat Decomrah. 

Assisting in rescue fh>m drowning in North 
River, N, Y., on night of July 19, 1914, of 
Samuel Hassard, who had fallen overboard 
in attempting io jump from the barge 
Curry to a pier when said barge was about 
to land to disembark a party of excursion- 
ists. 

do 

Rescue from drownhig in East River, N. Y., 
on night of Apr. 25, 1914. of Charles Alexan- 
der, who had fallen info the river from a 
dock at Blackwells Island. 

Rescue from drowning near the Battery, 
New York City, on July 16, 1914, of Arthur 
Embley, who nad fallen overboard from 
the steamboat Orient; also, rescue from 
drowning off the Battery, New York City, 
on Aug. 7, 1914, of Harry Foster, who had 
fallen into the water while attempting to 
throw a line to the steamship Om Point 
Comfort. 

Rescue from drowning in river below Camp 
Stotsenberg, Luzon, P. I., in July, 1901, of 
Driver John Smith. Light Battery D, 6th 
United States Artillery, who had been un- 
horsed in the river while engaged in giving 
a number of horses a bath. At that time 
Keily was a corporal hi the same battery. 

Rescuefrom drowning in North River, N.Y., 
on Sept. 8, 1914. of Doy named John Vid- 
jor, who had fallen into the water at south 
side of pier A. 

Rescue b'om drowning in Moneybogue 
Canal, near Westhampton Beach, N. Y., 
on July 18, 1914, of a boy named Hampton 
Myer, who had fallen out of a small boat. 

Rescue from drowning off southern end of 
North Island, Cal., on Aug. 28, 1914. of 
Private Raymond S. Hohensee. United 
States Marine Corps, who, having been 
carried some distance from shore by a 
strong undertow while in swimming, had 
become confused and frightened. 

Rescue from drowning In Mare Island 
Straits, off Vallejo, Cal., on Sept. 28, 1914. 
of Mrs. John Winters, who had jumped 
into the water with the intention of com- 
mitting suicide. 

Rescue from drowning in Vera Cruz Harbor, 
Mexico, on Sept. 28,1914, of Buckner New 
Harris, electrician, second class. United 
States Navy, who had become exhausted 
whUe in swimming. 



Date of 
award. 



1914. 
Aug. 3 



Aug. 14 

Aug. 17 
Aug. 31 

Sept. 18 
Sept. 21 

Oct. 10 



Do. 
Do. 



Nov. 2 



Do. 



Nov. 2 



Nov. 4 



Do. 



Do. 



Nov. 21 



278 



AKNUAL EEPOBT OF THE COAST GtTABD. 



Awards of silver medals — Ck>ntinued. 



Name. 



John J. Casey. 



Louis N.Miller. 



Hiel Van Camx>en 
James J. Dicks... 
Edward Steger... 
Franklin 5ohnson. 

Daniel J. Wall.... 



Joseph O'Connor. 



Christopher J. Sullivan 
Rollie Myers 



WOliam E. MeUor. 



Willie R. Jones. 



William J. Lahey. 



Albert Deravin ^ 



Resldenoe, etc. 



Private, Troop C, 
Fourth United States 
Cavalry. 



Private, Company M, 
First United States 
Infantry. 



Private, Company E, 

First United States 

Infantry. 
Private, Company K, 

First United States 

Infantry. 
Private, Company C, 

First United States 

Infantry. 
Coxswahi, United 

States Navy. 



Life guard at Neponsit, 
Long Island, N. Y. 



Lieutenant, police de- 

gartment. New York 
Ity. 

Surfman, City Point 
Coast Guard Station. 



Fireman, U. S. Q. M. 
D. steamer Captain 
T. W. Morrison. 



P. O. box 2076, Philar 
delphia, Pa. 



Private, Battery A, 
Fourth Field Artil- 
lery, United States 
Army. 

Captain, police depart- 
ment, New York 
City. 



Galveston, Tex. 






Service rendered. 



Rescue from drowning in sea near Lyman's 
ranch,. County of Honolulu, Island of 
Oahu. Hawaii, on Oct. 20, 1914, of Private 
David R. Boules, of the same troop, he 
having become exhausted while in swim- 
mine. 

Assistmg in rescue from drowning in sea 
near Haleiwa. Oahu, Hawaii, on Oct. 
22, 1914, of Private Charles Armstrong, 
Company I, First United States Infantry, 
who nad become exhausted while in swim- 
ming. 

....do 

....do , 

....do 



Rescue from drowning on Oct. 26, 1914, of H. 
M. Krout, (M-dinarv seaman. United States 
Navy, who had fallen overboard while the 
U. S. S. Priairie was at anchor oft Tomp- 
kinsville, N. Y. 

Rescue from drowning olT Neponsit, Long 
Island, of the following persons: On July 
19, 1912, W. J. Lane, who had gone beyond 
his depth while in bathing; on Aug. 9. 
1914, George Kehoe, who had been seized 
with cramps while in swimming; and on 
Sept. 20, 1914, Miss Katherine Foster and 
a Miss Baker, who had become eidiausted 
while in swimming. 

Rescue from drowning off Coney Island, 
N. Y.. on Aug. 31, 1914, of Lieut. Bernard 
J. Dolan, police department. New York 
City, wholiad been seized with raumps 
while in swimming. 

Rescue from drowning in Boston Harbor, 
Mass., on Aug. 11, 1912, of Miss Martha 
Glynn, one of the passengers of the cai>- 
sized laundi Pippin. 

Rescue from drowning in Portsmouth Har- 
bor, N. H., ni^t of Nov. 28, 1914, of a 
sailor named Bennett, oiler, first class, 
U. S. S. Sacramento, and of a sailor 
named SutUe, seaman. U. S. S. Leonidas. 

Rescuins; a number of fellow passengers from 
drowning in the Pacific Ocean at La Jcdla 
Beach, Cal., on Apr» 11, 1906, when the 
large, flat^-bottom rowboat aboard which 
they were sigh1>«eeing was wrecked and 
their boatman killed. 

Rescue from drowning in Vera Cruz Bay on 
Sept. 1, 1914, of Mechanic William F. 
Smith, of the same battery, who had been 
seized with a cramp while in swimming. 

Rescue from drowning off Belle Harbor, 
N. Y., on Aug. 21, 1914, of a boy named 
James Saver, who, having been carried 
some distance from shore by a strong un- 
dertow while in swimming, had become 
confused and frightened. 

Rescue from drowning in Galveston Harbor, 
Tex., on Nov. 8, 1914, of William Romer, 
who had fallen overboard from the launch 
Nicholaus. 



Date of 
award. 



1915. 
Jan. 6 



Do. 



Da 
Do. 
Do. 
Do. 

Do. 



Jan. 13 



Jan. 15 



Feb. 23 



Feb. 25 



Do. 



Do. 



Feb. 27 



> A silver hex, he having been awarded a silver medal June 30, 1913, for saving a man from drowning in 
Galveston Harbor, Tex., Sept. 13, 1909. 



ANNUAL EEPORT OF THE COAST GUABD. 



279 



Awards of silver medals — Continued. 



Name. 



Clarenoe H. Tingle. 



wmiam E.Donald. 



Clemon Turner . 



Robert Newhouse. 
John H. Brennan. 



Charles G. Passmore 



William T.Hall. 



Joseph Bannon. 



Residence, etc. 



Post-office box 1012, 
San Juan, P. R. 



Private, Thirty-first 
(Company, Ck>ast Ar- 
tillery Corps, United 
States Army. 

Private, Company K, 
Twenty - fourth In- 
fantry, United States 
Army. 



.do. 



3 Manhattan Street, 
New York City. 



Fireman, first class. 
United States Navy. 



Engineer, department 
of docks and ferries. 
New York City. 



Sergeant, police de- 

Eartment, New York 
ity. 



Service rendered. 



While first officer of the United States Army 
tug Slocum, he rendered the following 
service: On Aug. 8 and 0, 1899, during a 
hurricane and the sickness of the capt^. 
he so skillfullv navigated the damagea 
vessel on a trip from Mayaguez to San 
Juan, P. R., that it arrived at San Juan 
with all on board safe. On Nov. 10, 1899, 
during a very severe storm, he, with a 
volunteer crew, in a small boat, took the 
crew of four on a barge in tow of the Slo- 
cum, the barge shortly thereafter founder- 
ing. On Jan. 16, 1900, when the line of a 
barge in tow of the Slocum became 
wrapped around the propeller of the Slo- 
cum, disabling said vessel, he, with two 
others, in a small boat, rowed about 20 
miles, in the extreme heat, to San Juan 
and secured aid from the United States 
Navy tug Uncas. 

Rescue from drowning on Dec. 7, 1914, of Ada 
Murphy, a colored woman, who had fallen 
into me water from a dock at Fort Caswell, 
N.C. 

Assisting in rescue from drowning in Calum- 

?ang River, near Camp McGrath, Luzon, 
'. I., on Nov. 12, 1914, of Private Thomas 
Bums, of same company, who had stepped 
unexpectedly into deep water in attempt- 
ing to wade across the river, and become 
helpless in the swift current. 



Rescue from drowning in North River, N. 
Y., on Aug. 4, 1914, of Mrs. Margaret 
Owens, who had jumped into the river 
with suicidal intent. 

Rescue from drowning off Goat Island, Cal., 
on Apr. 12, 1915. of James J. Roe. water 
tender, U. S. S. Colorado, who, whue tem- 
porarily mentally deranged, had jumped 
into the water. 

Rescue from drowning oft St. George, Staten 
Island, N. Y., on Mav 16, 1908. of Maurice 
Christal, a dock builder of tne same de- 
partment, who had fsdlen into the water. 
Rescue from drowning in the North River, 
N. Y., on Sept. 25, 1909. of James Sulii- 
van^^who had jumped into the river with 
suicidal intent. Rescue from drowning 
in the North River, N. Y., on July 19, 
1912, of a boy named John Smith, who had 
become exhausted while in swimming. 

Rescue from drowning in North River, N. 
Y., on May 14, 1915, of Charles A. Man- 
ley, supermtendent of docks and ferries. 
New York City, and Patrick Fitzgerald, a 
deckhand on steam launch A, of the de- 
partment of docks and ferries, who had 
been thrown into the water when said 
launch foundered as the result of a collision 
with the steamer Rensselaer. 



Date of 
award. 



1915. 
Mar. 5 



Mar. 13 



Mar. 19 



Do. 
Apr. 28 



May 21 



June 24 



Do. 



DISASTERS WITHIN THE FIELD OF OPERATIONS 

OF THE COAST GUARD INVOLVING 

LOSS OF LIFE: 1915 



281 



DISASTERS TO VESSELS INVOLVING LOSS OF LIFE. 



Seotion 9 of the act of Congress approved June 18, 1878, provides: 

That upon the occurrence of any shipwreck within the scope of the operations of 
the Life-Saving Service (now Coast Guard)^ attended with loss of life, the general 
superintendent shall cause an investisation of all the circumstances connected with 
said disaster and loss of life to be made, with a view of ascertaining t^e cause of the 
disaster, and whether an^ of the officers or employees of the service have been guilty 
of neglect or misconduct in the premises. 

In aocordanoe with the requirements of the foregoing, all disasters 
of the class named have been or are now being investigated, and 
the attendant facts and circumstances in each case ascertained by 
testimony under oath. The results are tabulated below: 



Date. 



1914. 
Aug. 30 
Nov. 23 

1915. 
Jan. 8 
16 
24 

Mar. 13 

15 

Apr. 3 



3 
3 
3 

6 
24 
25 



May 



3 

9 

30 

31 

June 20 



Vessel. 



Schooner Pearl Nelson 

Steamer Hanalei 

Steamer Eureka 

Motor boat No. 30 

Gasoline yacht Idler 

Motor boat Aredale 

Fish boat (motor) 

Schooner barge No. 6 

Schooner barge No. 9 

Schooner The Josephine 

Steamer Edward Lucken- 
bach. 

Motor boat Arab 

Motor boat Randolph 

Motor boat Diana 

Skiff 

Steamer Junior 

Small boat 

Fish boat (motor) 

Small boat 



Lives 
lost. 



2 
23 



1 

1 

12 

1 
1 
5 



5 

3 

15 

2 
3 

8 

2 
6 
1 
1 
1 



Station and district. 



Plum Island (2) 

Fort Point. Point Bonita, and 
Golden C^ate (13). 

Point Bonita (13) 

Southside(13) 

Cape HatteraSy Creeds Hill, 
and Big Kinnakeet (7). 

Willapa Bay (13) 

Coqunie River (13) , 

Cape Henlopen (6) 

do 

KiU Devil Hills (7) 

False Cape and Lrittle Island 

(7). 

Tillamook Bay (13) 

Coquille River (13) 

Golden Gate and Southside 

(13). 

Harbor Beach (11) 

Cleveland (10) 

Galveston (9) 

Cape Disappointment (13) 

Holland (12) 



In 
scope. 



Yes. 
Yes. 



Yes. 
Yes. 
Yes. 

Yes. 
Yes. 
Yes. 

11 



Full duty per- 
formed. 



Yes. 
Yes. 



Yes. 
Yes. 
Yes. 

No. Coast Guard 
crew severely rep- 
rimanded. 
Do. 

Yes. 

Yes. 



Yes. 



1 Investigating officer's report not yet received. 

Note.— The foregoing tabulation of lives lost does not mean that in each of these several instances the 
lives of all persons involved in the disaster were lost. On many of these occasions lives were saved, and 
whenever me Coast Guard was instrumental in saving those lives, the facts are recorded in the tabular 
statement. 

4943*'— 15 Id 283 



BLUE ANCHOR SOCIETY. 
AID FOR THE SHIPWRECKED. 
i WOMEN'S NATIONAL ASSOCIATION. 



285 



BLUE ANCHOR SOCIETY, AID FOR THE SHIPWRECKED, 
WOMEN'S NATIONAL ASSOCIATION. 



The above-named society was organized in 1880 for the purpose 
of extending aid and comfort to the victims of shipwreck and other 
marine casualties on our shores, and has perhaps fomxd its widest 
field of usefulness in conjiinction with the rescue and rehef service 
performed by the crews of the United States Coast Guard. The 
endeavors of the society, in so far as they are associated with the 
Coast Guard, consist m furnishing wearing apparel, etc., to the 
various stations of this service for use as above indicated. The 
enterprise is altogether a private philanthropy. As no provision 
is made by the Government for clothing tnose whom maritime 
dangers have placed temporarily in the care of the Coast Guard 
crews, the efforts of the society, needless to say, have done much to 
alleviate human distress. 

The following statement shows the stations at which such suppUes 
were expended during the last fiscal year, the individual cases of 
distress thus reUeveo, and the ciroimistances which in each case 
gave rise to the need sought to be reUeved: 



Date. 


Station. 


Beneficiaries. 


1914. 
July 6 
6 


Point Allerton 

Wood End 


3 men from capsized boat. 

4 men from stranded launch. 


9 


Fort Point 


Small boy who had fallen into water. 

10 men, thrown into water by explosion of launch Vendetta. 


12 


MftrhlAhAfid 


15 
16 


Pam Neck Mills 

Point Bonlta 


Fisherman, who lost his life trying to swim from anchored boat to shore, 

given clothes for burial. 
Girl who had fttllen over bank into the surf. 


18 


Milwaukee 


Man who had fallen overboard from scow. 


18 


HifrWft"d . . T , - - - 


2 fishermen, in small boat, lost in fog 30 hours fnmi their vessel. 


27 


Portage 


2 men from capsized canoe. 


Aiur. 6 


Fiflhfjrs Tslftud,-- , 


Man fmm f^r^dAd slonp. 


9 


Hiftiiand 


Fisherman, in small boat, lost in fog about 40 hours from his vessel. 
3 men from disabled launch Irish Girl. 


9 


HaTnmnnd ^ ^ 


9 


Cuttvhunk... 


2 men. crew of wrecked schooner Ida. 


10 


Nome 


Man m>m swamped dory. 
2 men from foundered catboat. 


12 


Seabright 


23 


Brazos 


11 men, crew of wrecked schooner Emily P. Wright. 


28 


Stone Harbor 


2 men from stranded launch. 


30 
Sept. 7 


Plum Island (2) 

Gloucester 


3 men, part of crew of wrecked schooner Pearl Nelson. 
Man from capsized sloop. 
' 4 men, crew of wreckea schooner Dunlo. 


13 


Lewes 


18 

28 

Oct. 6 


Damiscove Island 

North Scituate 

Portaee 


Man from stranded boat. 

7 men, crew foundered steamer Jonas H. French. 

2 women who had fallen Into the lake. 


7 


Manistee 


3 men from disabled launch. 


13 


Poiith.side . . . . r 


2 men whose clothes had been washed away while they were in bathing. 


14 


Yftqiilnft Ray 


2 men from disabled boat, having been adrift three days. 


18 
19 


Cape Disappointment. 
FranWort . r 


Man from swamped launch. 
3 men from foundered launch. 


21 


Point Adams 


14 sailors from wrecked steamer Rochelle. 


22 
24 


Hereford Inlet 

Nahftnt . . , , 


2 women, passengers of stranded steamer. 

3 men from capsized dory. 


29 
Nov. 13 


Manomet Point 

LoneHUI 


2 men from capsized dory. 
Man from capsized sloop. 
Man from stranded sail )oat. 


23 


North Beach 


23 


Sabine Pass 


3 men from launch tow: ng swamped barges. 



287 



288 



ANNUAL KEPOBT OF THE COAST GUARD. 



Date. 



1914. 

Nov. 23 

Deo. 7 

11 

14 

14 

29 

Deo. 29 

80 

1915. 

Jan. 13 

17 

Feb. 6 

20 

Mar. 12 

13 

17 

31 

Apr. 2 

8 

8 

8 

3 

3 

4 

5 

6 

6 

11 

12 

3 

5 

9 

13 

16 

16 

23 

23 

25 

28 

June 1 

2 

3 

3 

3 

6 

16 

28 



Station. 



May 



Shinneoock 

Point Judith 

Brazos 

Oloucester 

Stone Harbor 

Fort Lauderdale 

Point Allerton 

Atlantic City 

South Brlgantlne 

Cape Fear 

Fire Island 

Sturgeon Bay Canal.. 

Old Chicago 

Nahant 

Cape Lookout 

Point Adams 

Fire Island 

Highland 

• • • • tfUU* •••••••••p>« •- • 

Metomkin Inlet 

Gull Shoal 

Wachapreague 

Kill Devil Hills 

Tillamook Bay 

South Haven 

Ocean City (6). 

Narragansett Pier 

Harbor Beach 

Oswego 

Old Chicago 

Kenosha 

Pecks Beach 

Point Allerton 

Lorain 

Racine. . . .- 

Ocean City (6) 

Sullivans Island 

Wachapreague 

Monmouth Beach 

Cleveland 

Racine 

Cape Disapx)ointment 

Hammond 

do 

City Point 



Beneaciarles. 



7 men, crew of stranded schooner Georgia D. Jenkins. 

2 men, survivors from wrecked schooner Luella Nickerson. 

4 men and 1 woman from steamer adrift and helpless. 

7 men, survivors wrecked schooner Ella M. Storer. 
2 men from stranded skifl. 

4 women from swamped launch. 
2 men, crew of disabled launch. 

8 men from stranded steamer. 



3 men firom stranded motor boat Sea Queen. 

3 men, survivors from wrecked launch Oyrh 

23 sailors from stranded bark. 

Man thrown into water by explosion on motor boat Dodger. 

Man who had fallen ofl pier into river. 

3 men from capsized sailboat. 

Crew of wrecked schooner Sylvia C. HaU. 

2 men from foundered scow. 

2 men from stranded launch. 

5 men, crew of stranded schooner-barge Coleraine. 

5 men, crew of stranded schooner-barge Manheim. 

5 men, crew of stranded schooner-barge Tunnel Ridge. 

4 men from stranded sloop. 

Crew of wrecked schooner Loring C. Ballard. 

Fisherman, wet and in need of clothing. 

Part of crew of wrecked sdiooner The Josephine. 

Man from capsized launch Arab. 

2 men from stranded motor boat Diamond. 

Man from foundered sloop. 

Crew of wrecked schooner Kit Carson. 

2 men from capsized skiff. 

Fireman from British steamer City of New York, burnt during a fire. 
Man who had fallen overboard. 
Boy who had fallen into water. 
4 men from disabled launch. 

3 men from capsized sailboat. 

Girl who had attempted to drown herself. 
Man who had fallen off pier into water. 
2 men from stranded launch Lucy M. 

4 men from stranded bateau. 
Fisherman who had fallen overboard. 
2 men, crew of stranded launch Zanth. 
Man who had fallen off pier into water. 

Do. 
2 men, crew of capsized launch. 
2 women, wet by storm when in launch. 
Man from cai)sized launch. 
4 men from capsized boat. 



REPORT OF THE BOARD ON LIFE-SAVING 

APPLIANCES 



MEETING CONVENED NOVEMBER 5. 1914 



289 



REPORT OF THE BOARD ON LIFE-SAVING APPLIANCES. 



letter of transmittal 

Board on Life-Saving Applla^nces, 

Boston, Mass., November 18, 1914- 

Sir: I have the honor to transmit herewith the report of the pro- 
ceedii]^ of the Board on Life-Saving AppUances at its meeting in 
Boston, Mass., November 5 to 18, 1914, together with the papera 
referred to it for consideration. 
Very respectfujly, 

O. H. TiTTMANN, 

Superintendent United States Coast and Geodetic Survey, 

President of the Board, 
Hon. S. I. Kimball, 

General Superintendent, United States lAfe-Saving Service, 

"Washington, D. C. 



I.— PREAMBLE. 

The Board on Life-Saving Appliances, constituted by the honorable the Secretary 
of the Treasury by department letter of January 3, 1882, met at Boston, Mass., in the 
Federal Build mg, room 132, at 10 o'clock a. m., November 5, 1914, for the transaction 
of such business as should be properly brought before it. 

Supt. H. M. Knowles, third ufe-saving district, having, upon his own request, 
been relieved from duty as a member of the board, Supt. Geo. W. Bowley, second 
life-saving district, was appointed a member of the board, vice Knowles, by depart- 
ment letter of October 26, 1914. 

Present: Hon. O. H. Tittmann, superintendent United States Coast and Geodetic 
Survey, president; Col. D. A. Lyle, United States Army, retired; Supt. J. G. Kiah, 
eleventh Ufe-saving district; Supt. S. H. Harding, first life-saving district; Supt. 
E. E. Chapman, tenth Ufe-saving district, recorder; Capt. K. W. Perry, United 
States Bevenue-Cutter Service, assistant inspector, fifth life-saving district; Supt. 
Geo. W. Bowley, second life-saving district. 

Hon. S. I. AimbaU, general superintendent of the Life-Saving Service, was also 
present. 

II.— DOCKET. 

Class I. — Wreck ordnanu, 

1. Improved breech-loading Ufe-line gun ^Francis G. Hall). 

2. Improvement in line-throwing gun (C. H. McLellan). 

3. Experiments to improve line-throwing guns (Standing Committee on Wreck 

Ordnance). 

4. Line-throwing projectile (John Buckley). 

Class II. — BoaU and miscellaneous appliances. 

1. Power lifeboat carriage (Andre Fourchy). 

2. Surfboat carriage (Andre Fourchy). 

3. Launching cradle (C. H. McLellan). 

4. Launching ways (D. C. Reeves). 

5. Laurent-Cherry capstan tackle for beach apparatus (C. H. McLellan). 

291 



292 ANNUAL EEPORT OF THE COAST GUABD. 

6. Surf anchor (Loring W. Myers). 

7. Ftitent anchor (I. C. Howell). 

8. Universal special life preserver (Robinson-Hoders Go^ 

9. Universal Ilanasilk lite preserver (Bobinson-Roders Oo.). 

10. Neversink Norfolk jacket and waistcoat (American life-Savins Garment Co.). 

11. Neversink swimmins belt (American life-Saving Gannent Co.). 

12. Patent life jacket (Alexander Moore). 

13. life-saving garment attachments (Pasquale Oatino). 

14. Mikhailof inventions (Nikolai M. Mikhailof). 

15. Adlake patrol lantern (Adams & Westlake Co.). 

16. Armspear Best Yet steel guard lantern (Armspear Manufacturing Co.). 

17. Patrol lanterns (Standiiig Committee on Lanterns). 

18. Carbide patrol lantern (The Alexander Milbum Co.Y. 

19. Nonex heat-resisting lantern globes (Coming Glass Works). 

20. Improved beach apparatus cart (C. H. McLellanJ. 

21. Alert watchman's portable clock (Hardinge Brothers, Inc.). 

22. CMcago watchman^s patrol clock (Chicago Watchman's Clock Works). 

23. Draper pulmoter (Draeger Oxygen Apparatus Co.). 

24. Salvator reviving apparatus (H. N. Euner). 

25. First-aid oxygen outfit (H. N. Elmer). 

26. Portable oxygen outfit (H. N. Elmer). 

27. Limgmotor (Life-Saving Devices Co.). 

28. Kenyon portable searchlight (The Kenyon Searchlight Co.). 

29. Diver's rescuer (Draeger Oxygen Apparatus Co.). 

30. Boxing-in wheels of boat wagons and beach apmratus carts. 

31. Steel truck for Milbum portable searchlights |The Alexander Milbuxn Co.). 

32. Acetylene lighting system (The Alexander Milbum Co.). 

33. Wood preserving processes (American Wood Encysting Co.). 

III.— COMMITTEES. 

1. Committees Appointed. 

Class I. — Wreck ordnance, 

1. On Hall's improved breech-loading life-line gun: Col. D. A. Lyle, Supt. E. E. 

Chapman, Supt. Geo. W. Bowley. 

2. On McLellan's improvement in line-throwing gun: The full board. 

3. On experiments to improve line-throwing gun: Col. D. A. Lyle, Supt. E. E. 

Chapman, Supt. Geo. W. Bowley. 

4. On Buckley's line-throwing projectile: Col. D. A. Lyle, Supt. E. E. Chapman, 

Supt. Geo. W. Bowley. 

Class II. — Boats and miscelUmemis appliances. 



1. On Fourchy's power lifeboat carriage: Supt. J. G. Kiah, Capt. K. W. Perry, 
~ LW.r " 

Jvy'si 

W. Bowley. 



Supt. Geo. W. Bowley. 
2. On Eourchy's surfboat carriage: Supt. J. G. Kiah, Capt. K. W. Perry, Supt: Geo. 



3. On McLellan's laimching cradle: Supt. J. G. Kiah, Capt. K. W. Perry, Supt. 

Geo. W. Bowley. 

4. On Reeves's laimching ways: Supt. Geo. W. Bowley, Supt. E. E. Chapman, 

Supt. J. G. Kiah. 

5. On liiurent-Cherry capstan tackle: Supt. S. H. Harding, Supt. Geo. W. Bowley, 

Supt. E. E. Chapman. 

6. On Myer's surf anchor: Col. D. A. Lyle, Supt. (xeo. W. Bowley, Supt. S. H. 

Haraing. 

7. On HoweU's patent anchor: Capt. K. W. Perry, Supt. S. H. Harding, Supt. E. E. 

Chapman. 

8. On Universal special life preserver: Supt. E. E. Chapman, Supt. J. G. Kiah, Supt. 

S. H. Harding. 

9. On Universal Ilanasilk life preserver: The full board. 

10. On Neversink Norfolk jacket and waistcoat: The full board. 

11. On Neversink swimming belt: Supt. E. E. Chapman, Col. D. A. Lyle, Supt. Geo. 

W. Bowley. 

12. On Moore's patent life jacket: Supt. Geo. W. Bowley, Supt. E. E. Chapman, 

Supt. S. H. Harding. 



ANNUAL RBPOBT OF THE COAST GUABD. 293 

13. On Catmo's life-saving garment attachments: Oapt. E. W. Perry, Supt. J. G. Eiah, 

Supt. E. E. Chapman. 

14. On Mikhailof inventions: The full board. 

15. On Adlake patrol lantern: The full board. 

16. On Armspear Best Yet steel guard lantern: The full board. 

17. On patrol lanterns (Standing Committee on Lanterns): Supt. J. G. Kiah, Supt. 

S. H. Harding, Supt. Geo. W. Bowley. 

18. On Milbum carbidepatrol lanterns: Supt. Geo. W. Bowley, Supt. E. E. Chap- 

man, Supt. S. H. Harding. 

19. On Nonex neat-resisting kmtem globes: Supt. E. E. Chapman, Supt. €^eo. W. 

Bowley, Col. D. A. Lyle. 

20. On McLellan's improved beach apparatus cart: Supt. S. H. Harding, Capt. E. W. 

Perry, Supt. J. G. Eiah. 

21. On Alert watchman's portable clock: Supt. Geo. W. Bowley, Supt. S. H. Harding, 

Supt. J. G. Eiah. 

22. On Chicago watchman's patrol clock: Supt. J. G. Eiah, Col. D. A. Lyle, Supt. 

Geo. W. Bowley. 

23. On Draeger pulmotor: The full board. 

24. On Salvator reviving apparatus: The full board. 

25. On first-aid oxygen outfit: The full board. 

26. On portable oxygen generator and inhaler (H. N. Elmer): The full board. 

27. On Lungmotor: The full board. 

28. On Eenyon portable searchl^ht: The full board. 

29. On Diver's rescuer (Draeger Oxygen Apparatus Co.): The full board. 

30. On boxing-in wheels of boat wagons and beach apparatus carts: Capt. E. W. 

Perry, Supt. E. E. Chapman, Supt. Ge<J. W. Bowley. 

31. On steel truck for Milbum portable searchlights: Supt. S. H. Harding, Supt. 

J. G. Eiah, Supt. Geo. W. Bowley. 

32. On acetylene Lighting system (The Alexander Milbum Co.) : The full board. 

33. On wood preserving processes (American Wood Encysting Co.): The full board. 

2. Committees Reported. 
Class I. — Wreck ordnance. 

1. On Hall's improved breech-loading life-line gun. 

2. On McLellan s improvement in Line-throwing gun. 

3. On experiments to improve line-throwing gun (Standing Committee on Wreck 

Ordnance). 

4. On Buckley's line-throwing projectile. 

Class II. — Boats and miscellaneous appliances, 

1. On Fourchy's power lifeboat carriage. 

2. On Fourchy's surf boat carriage. 

3. On McLellan's launching cradle. 

4. On Reeves's launching ways. 

5. On Laurent-Cherry capstan tackle. 

6. On Myers's surf anchor. 

7. On Howell's patent anchor. 

8. On Universal special life preserver. 

9. On Universal Ilanasilk Ufe preserver. 

10. On NeversLnk Norfolk jacket and waistcoat. 

11. On fTeversink swimming belt. 

12. On Moore's patent life jacket. 

13. On Catino' 8 life-saving garment attachments. 

14. On Mikhailof inventions. 

15. On Adlake patrol lantern. 

16. On Armfipear Best Yet steel guard lantern. 

17. On patrol lanterns (Standing Committee on Lanterns). 

18. On Milbum carbide patrol lantern. 

19. On Nonex heat-resisting lantern globes. 

20. On McLellan's improv^ beach apparatus cart. 

21. On Alert watchman's portable cIock. 

22. On Chicago watchmairs patrol clock. 

23. On Draeger pulmotor. 

24. On Salvator reviving apparatus. 



294 ANNUAL EEPOBT OF THE COAST GUABD. 

25. On first-aid oxygen outfit. 

26. On portable oxygen generator and inhaler (H. N. Elmer). 

27. On Lungmotor. 

28. On Eenyon portable searchlight. 

29. On Diver's rescuer (Dnueger Oxygen Apparatus Co.). 

SO. On boxing-in wheels of Mat wagons and beach apparatus carts. 

31. On steel truck for Milbum portable searchlights. 

32. On acetylene lighting system (The Alexander Milbum Co.). 

33. On wood preserving processes (American Wood Encysting Co.). 

IV.— PRESENCE OF EXHIBITORS. 

Inventors and exhibitors were allowed to appear before the board to explain the 
construction of their devices and to set forth the merits claimed for them. 

v.— TESTS. 

1. Universal Ilanaeilk life preserver. 

2. Neversink swimming belt. 

VI.— RESULTS, OPINIONS, AND RECOMMENDATIONS. 

Class I. — Wreck ordnance, 

1. HALL IMPROVED BREECH-LOADING LIFE-LINE OUN. 

RemUs, — ^No g^n, mounts, drawii]^, dimensiond, nor line-handling apparatus were 
submitted for the information of the board. Under date of April 8, 1914, the inventor 
states that patents are applied for and ''detailed description of the device is contained 
in the inclosed article.'^ The "inclosed article " never reached the board^ and hence 
it has no data upon which to base an opinion of its value for the Life-Savmg Service. 
The absence of the '' detailed description" was called to the attention of the inventor 
by the department under date of October 17, 1914. The materials are said to be cast 
iron, bronze, and steel. In letter of April 8, 1914, the inventor states that "it is 
impracticable to give dimensions of our appsuratus at this time because of the de- 
struction of some drawings by fire.'' Seven months have elapsed, and no drawings 
have been fumi^ed yet. The approximate total weight of the apparatus is given as 
500 pounds; approximate price, $850 for one at a time. The claims are (1) that there 
is no dan^r of ttxe charge becoming wet, (2) increased range, (3) can be fired accurately 
from position, (4) no error due to rump of gun in recoiling, (5) all the advantages of a 
modem breech-loading gun over the old "muzzle-loading type." 

The inventor wanted the board to visit the United States revenue cutter Acushnetf 
at Woods Hole, Mass., and see his gun, etc., but lack of time prevented. This gun on 
the cutter was apparently designed to be used on shipboard and not on shore service. 
It is understood to fire a 20-pouiid projectile and carry a No. 3} line and is mounted 
on a Y mount upon the gunwale. 

Recommendation. — The board recommends that the subject be continued on the 
docket until more definite data be secured or a sample gun be submitted for test. 

2. IMPROVEMENT IN LINB-THROWINO GUN (C. H. m'lBLLAN). 

Remits, — ^The improvement indicated is prefaced by the statements that "a lighter, 
stronger, and larger gun can be made of steel, using a projectile flying pdlnt first, 
and witn a range much in excess of what is obtained with the present gun. 

' ^ Such a gun should have two grooves on opposite sides of the oore, say three-fourths 
inch wide by one-fourth inch deep running to the powder chamber of the bore, and 
the projectile fitted with two lugs on its rear end corresponding with these ^p-ooves. 
Over the muzzle of the gun should be fitted a cap having four lugs to hold it in posi- 
tion, this cap to have a hole corresponding with the bore of the gun, but a fraction 
larger. 

"On the under lug should be an e^e through which should be a ring about 12 inches 
in diameter made of soft one-eighth inch iron into which the shot line is fastened.'' 

Action, — "Upon the discharge of the gun the lugs on the projectile will be caught 
by the cap to which the line is attached by the large ring, which latter ring will 
straighten out and take the shock of the charge from the shot line." 



ANNUAL REPORT OF THE COAST GUARD. 295 

Claims. — "There will be no tumbling of the projectile; no possibility of the burn- 
ing of the shot line, and the explosion of the charge will be against a flat surface 
instead of against a pointed end of the shot/' 

As preliimnary to any change Capt. McLellan suggests that "a test can be made 
with an old Lyle gun bv cutting the grooves, and remodeling a projectile and mak- 
ing the cap, wnich should not cost more than $50.'' 

J^ecomrMndation. — In view of the foct that the standing committee proposes a 
series of experiments with the object of getting an increase of range witn the shot 
line, and that various projects for this object are being brought before the board from 
time to time which involve the picking up or engaging of a cap on the muzzle of the 
gun to which the shot line is attached, this project comes within the scope of the 
series of experiments above cited. In such cases the shot is fired and in passing out 
of the muzzle engages and carries out with it the attached shot line; provided the 
line be not broken. As the device in question requires that grooves be cut in the 
bore of the gun, it would be cheaper to use a condemned service gun with enlai]ged 
bore to make such prelinunary experiments as require a bore with longitudinal 
grooves. The board, therefore, recommends that me general superintendent au- 
thorize Senior Capt. C. H. McLellan, United States Kevenue-Cutter Service, retired, 
superintending construction of lifeboats, apparatus, etc., Life-Saving Service, to 
alter and prepare any available condemned service gun with enlarg^ bore and a 
projectile, caps, etc., as indicated in his letter of July 9, 1914, and submit same 
through the general superintendent for trial by the board. 

3. experiments to impbove line-thbowikg oun (standing committee on wbeck 

ordnance). 

Results, — From time to time there is a clamor for an extension of the range of our 
shot lines and for the injection of improved apparatus into the service, but few definite 
or })racticable plans or designs are brought forth for proper trial and test. These com- 
plaints emanate generally from those unfamiliar with the conditions to be met and 
the difficulties to be overcome. In addition to technical difficulties and limitations 
the department is hampered by lack of funds to conduct a systematic series of experi- 
ments, and your committee has not felt itself financially able to incur the extra per- 
sonal expenses that would be involved in carrying them on. Half-baked ideas are 
advanced by persons with good intentions, but no familiarity with the necessary 
conditions to be observed or combated. The board has had several propojsitions 
before it from time to time that might be decided definitely by certain experiments 
to eliminate questions that recur again and again. 

R-obably tne most economical method of doing this would be to procure a field- 
piece from the current manufacture of some factory and stop the construction at such 
point as necessary to modify it for our purposes. For certain experiments in simul- 
taneous firii^s of lines there are three old Lyle guns at the Suriside station, Nantucket 
Island, whicn could be employed, viz, one 3-inch gim. No. 253, 1883, R. B.-W. P. F.: 
one 3i-inchgun, No. 343, 1883, R. B.-W. P. F., and one 3-inch gun (long) with '*A'* 
on top. 

The modified fieldpiece could be made to cover the cases of those who have been 
advocating and demanding that initial velocities of 1,200 to 2,000 feet per second, and 
in certain cases higher velocities obtained in artillery service be used, while the board 
finds great difficulty in taking care of a few hundrea feet velocity. 

This gun could also be used to test different kinds of projectiles and the application 
of breecn mechanism to service guns. The character of mount could be studied par- 
ti^ly in connection with the gun. 

The committee recommends that steps be taken to see what factory can furnish a 
modified fieldpiece for this purpose and the cost thereof. 

Opinion. — ^The board is of the opinion that the action indicated above in regard to 
a modified field piece for experiment should be adopted by the department as soon 
as fimds for the purpose are available. 

Recommendation. — ^The board respectfully recommends that the general superin- 
tendent send such member or members of the Standing Committee on Wreck Ord- 
nance, or such otiier person as he may designate to make the necessary inquiries con- 
cerning the modified fieldpiece and the cost thereof; also at the same tune to visit 
the place of manufacture of the last lot of Lyle guns and ascertain if possible how to 
obviate the trouble reported in the preponderance of the latest manufacture of these 
guns. 



296 ANNUAL REPORT OF THE COAST GUARD. 

4. BUOKLBY's LINB-THBOWINa PBOJBOTILE (jOHN BUGBIiBY). 

Results. — ^This projectile ifl submitted by description and drawing. These are 
based on the use of a 4-inch g^un, but it is stated that ''the same prinaple, with rela- 
tive alterations as to dimensions, is adaptable for any other size otbore, either 2|-inch 
or 3-inch. ' ' The object of the inventor is primarily to eet increaseof rEUi£;e, as appears 
from his remark that ''I have made my drawings on tne presumption of the value of 
a 4-inch gun, notwithstanding the increase m weight of this piece of ordnance (4-inch 
gun), believing that the mobility of a gun is of secondary importance in comparison 
with its i&nge. It is with no desire to make light of this phase of the subject that I 
say this." The projectile is quite complicated in construction and would be expen- 
sive. The weight (4-uich shot) is ** about 30 pounds." The inventor estimates the 
cost to make one of these projectiles as ''anywhere from $250 to $500, while making a 
dozen of them would scarcely cost more than twice the cost of one, while a hundred 
or more could be made at the rate of one-tenth of what one could be made for." The 
inventor expects to attain a range of 1.4 miles with a 4-inch projectile with a line 
attached in a calm or with wind from the rear. 

The weight of a 4-inch gun and carriage would ^eatly exceed that of any apparatus 
the service has anticipated using, owing to the aifficulty of transportation over the 
rough roads, wood roads with deep ruts, rocky ground, sand hills, tnrough woods and 
stumpy ground, inlets, marshy ground, etc., met at manv places within the scope of 
the service. Since no projectile nor apparatus was suomitted no trials could be 
made. The subject will be continued on the docket in order to afford the inventor 
an opportunity to test his design, if he so desires. 

Class II. — Boats and miscellaneous appliances. 

1. POUBCHY'S lifeboat CARBIAOE. — 2. POURCHY*S SURPBOAT CABBIAGE. 

Results. — ^These matters are brought over from the last meeting of the board as 
unfinifihed business. The recommendation of the board at that time was as follows: 

' ' In view of the importance of this matter and its intricate nature, the board strongly 
recommends that the general superintendent convene the committee appointed to 
consider the subject to enable it to digest the material at hand and such other data 
as may be obtained, and to submit its findings and recommendations to the board 
in a definite report." 

It IB learned that other devices relating to the subject are being prepared for sub- 
mission to the board, and for that reason the general superintendent has not authorized 
a meeting of the committee. In view of this fact the board now recommends that the 
general superintendent refer all these devices to the same committee for a compre- 
hensive report at the next meeting of the board. 

3. M'lELLAN's LAUNCmNG CRADLE. 

This cradle is submitted with plans, specifications, and blue print, and is the same 
that was before the board at its last meeting and which was disposed of as follows: 

*^ Recommendation. — In view of the importcmce of this matter and its intricate nature, 
the board strongly recommends that tne general superintendent convene the com- 
mittee appointed to consider the subject to enable it to digest the material at hand 
and such other data as may be obtained and to submit its findings and recommenda- 
tions to the board in a definite report." 

It is learned that other devices relating to this subject are being prepared for sub- 
mission to the board in connection therewith, suid for that reason the general super- 
intendent has not called a meeting of the committee, awaiting the submission of the 
new material relating to same subject. In view of this fact the board now recom- 
mends that the general superintendent refer all these devices to the same committee 
for a comprehensive report to the board at its next meeting. 

4. BEEVES LAUNCHING WAYS. 

Results. — ^This device is submitted by D. C. Reeves, New Haven, Conn., by letter 
addressed to the general sup^ntendent of the Life-Saving Service under date of 
January 28, 1914. The letter is accompanied by pencil drawings of the device and 
explanation of same, but no specifications as to sizes (and in many cases Uie quality 
of the material) are furnished, nor is any estimate of cost given. 

The inventor proposes to erect a trolley system, the inner end to be secured to a 
boathouse or sand anchor, the outer end to a concrete pier that is to be built off shore 



ANNUAL BBPOBT OP THE COAST GUABD. 297 

outside the surf line, tlie boat to be hoisted up, run off on the trolley, and dropped 
outside the surf. A special device for dropping the boat is provided. 

The board in its report in 1894 and 1910 hsus considered like devices, and reached 
the conclusion that they would contribute nothing toward tiie accomplishment of 
the actual work of the service, and that their introduction into tJie service is therefore 
unnecessary. 

Ojyinion. — ^The board is of the opinion that the Reeves launching ways, under 
consideration, possesses no advantages over similar devices heretofore rejected. 

5. LAURENT-CHERRY CAPSTAN TACKLE (c. H. m'lBLLAN). 

Results. — ^This device (patented) was brought to the attention of the general super- 
intendent of the Life-Saving Service by Senior Capt. C. H. McLellan, United States 
Revenue-Cutter Service, retired ^ superintending construction of boats, apparatus, 
etc., Life-Saving Service, as in his opinion a most useful appliance to take the place 
of the beach tackle for setting up the hawser. 

The device consists of double and single galvanized steel pulley blocks. The 
inner, or single block, carries a capstan attachment by which the manufacturers 
claim that one man pulls more than five men can with triple blocks. 

Representatives of the firm of C. D. Durkee & Co.^ seHii^ agents for the manu- 
facturer, appeared before the board and explained its workings and mechanism, 
and expressed the opinion that it would be applicable to use in setting up the beach 
apparatus used in the Life-Saving Service. 

The blocks are made in three sizes, Nos. 2,4, and 6, carrying one-fourth, one-half, 
and five-eighths inch wire rope. Weight of blocks 3, 14, and 27 pounds; cost, $5, 
$10, and $15. 

Opinion. — ^The board is of the opinion that the device is not adapted for use in 
setting up the beach apparatus, but does possess merit for other station uses. 

6. MYERS'S SURF ANCHOR (lORING W. MYERS). 

Results. — ^This invention consists of a cylindrical tube or body closed at one end 
by a cap or collar of larger diameter. The other end has an enlarged head closed by a 
perforated threaded plug screwed in. This head has six dovetailed slots to receive 
the butt ends of the curved flukes or prongs. The flukes are simple steel pieces 
inserted in the longitudinal dovetailed slots in the head and held by screws or by 
an exterior wrapping. The flukes are bent to the desired form and the free ends 
sharpened to engage tiie bottom when projected into the sea. On the exterior of the 
tubular body is a sliding ring or clevis to which the life or hauling line is attached. 
The interior of the body is filled with oil. The flow of oil is regulated by a core or 
wick, loosely disposed, which is inserted in the tube or body, but is a little shorter 
than the body itself. The device is covered by patent and may be adapted to the 
caliber of the gun used. 

The model submitted had a lengtii of 23i inches; had 6 flukes, 7J inches long by 
f inch wide and J inch thick. The cylindrical body was {i inch in diameter. No 
estimate of cost was given. 

Action. — The sliding ring with Hne attached is run up to the end of the body which 
carries the prongs or barbless anchor hooks, the capped or lower end of the body is 
inserted in the gun over the charge, the perforated front plug is removed, togemer 
with the core covered with absorbent material or wick; ou is poiu'ed in the hollow 
shank, th« core member replaced; but if gradual discharge of oil is intended the 

Perforated threaded plug is screwed in the anchor end of the ^ank. The gun is 
red, the anchor carrying the line is projected to the front, the anchor strikes the 
water in or beyond the surf and is supposed to grapple or hold on the bottom and the 
oil to exude, rise to the surface, and smooth the breaking waves. 

The shore end of the line is designed to be used to ham out a boat through the surf 
or for ** other objects.' • 

It has been the experience of the board that the distribution of oil in shoal water 
where there is a motion of translation of the water has little or no appreciable effect. 
This anchor would have but sUght holding power, as the smooth prongs have such 
limited surfaces of resistance to the heaving effect due to hauling on the Une. The 
amount of oil is limited and would not be sufficient to produce any useful effect even 
under favorable conditions. 

Opinion. — The board is of the opinion that this device would be of no advantage 
to the service. 



298 ANNUAL BBPORT OF THE COAST GUARD. 

7. HOWELL PATBNT ANCHOR. 

Results. — ^This device is a metallic anchor, and is submitted to the board by I. G. 
Howell by letter, description, and sample. The head sheet upon which Uie descrip- 
tion is written indicates that, amon^ other uses, the anchor may be employed in 
boats, but its adaptation to this use is not demonstrated. The device evidently is 
designed chiefly for use in connection with moorings for telegraph and telephone 
poles, house-moving gear, derricks, and other apparatus where strong supports are 
desirable. 

The anchor consists of a shank with a rin^ or eye at the toj) and with two or more 
hinged flaps fitted upon the lower part. When the anchor is planted, these flaps, 
being hinged, spreaa automaticallv, thus presenting a flat surface in the earth in 
opposition to any strain put upon tne anchor. 

On land the anchor is to be planted in holes dug for the pui})06e, and in water the 
same object is to be accomplished by a jet. 

Opinion. — ^Tho board is of the opinion that this device is not adapted to the uses 
of the life-Saving Service. 

8. UNIVERSAL SPECIAL LIFE PRESERVER (EDMONDS). 

This device was before the board at its 1913 meetlag, and a description of the same 
can be found in the boarcTs report for that year. 

The board recommended that the belt be sent to the superintendent of the tenth 
life-saving district for trial and report. 

It appears from the report submitted by that officer that the device was withdrawn 
temporarily by its designer, who, later, submitted or substituted for trial by said 
officer an article differing mater iaUy from the original in form and construction. 

The original device having been withdrawn, it is therefore dropped from the docket. 

9. UNIVERSAL ILANASILK LIFE PRESERVER (ROBINSON-RODERS CO.). 

Results. — ^This matter was submitted to the board by Lieut. S. P. Edmonds, United 
States Revenue Cutter Service, retired, manager life-saving equipment department 
of the Robinson-Roders Co., of Newark, N. J., oy letter of November 10, 1914. 

Name: Universal Ilanasilk life preserver; patented May 13, 1913. 

Description: Front, back, body straps, necK straps, neck hole, side compartments, 
intermediate compartments. The device consists of two imited parts, front and 
back, made of 10-oimce khaki duck, filled with Ilanasilk, manufactured exclusively 
by the Robinson-Roders Co. from prime Java kapok. 

The device is designed to permit its front and back to He clear of the chin and neck 
while rowing and at work, and when in the water to hold the head out of water should 
the wearer become exhausted or injured. 

Dimensions: Width, 15 inches; length of side compartment, 17 Inches; length of 
middle front compartment, 12 inches; width of middle back compartment, 14 inches. 

The weight of the Ilanasilk filling is 20 oimces; total weight of life preserver, 3 
pounds. 

Price: $2.35 in lots of 100; $2.50 in lots of less than 100, delivered at the storehouse 
of the service in New York City. The life preservers can be made promptly upon 
receipt of order. 

On November 11, 1914, Mr. Edmonds came before the board and gave a practical 
demonstration of the method of determining the quality of kapok used by nis firm, 
a method which he claimed will absolutely prevent the substitution of inferior or 
adulterated kapok as a filling for life preservers. The board , for the purpose of making 
tests of the life preserver, visited the Y. M. C. A. Building in Boston, Mass., and wit- 
nessed a test of the device in swimming, diving, etc. 

Recommendation. — The board respectfully recommends that the general superin- 
tendent of the Life-Saving; Service purchase as many of these life preservers as may, 
in his judgment, be advisable for trial; that they be distributed as he may deem 
proper; and that reports of the trials be submitted to the board for consideration at 
its next meeting. 

10. neversink norpolk jacket and waistcoat. 

This matter was before the board at its 1913 meetrog and is fully described In the 
report of the board's proceedings of that year. 

Opinion. — ^From tests by and imder the supervision of the board it is the opinion 
that the garments possess no advantages for tne uses of the Life-Saving Service over 
the life belts now in use in the service, and the matter is tJierefore dropped from the 
docket. 



ANNUAL BEPORT OP THE COAST GUARD. 299 

11. mSYERSINK SWIMMXNG BELT (AMEBIGAN LIFE BAYING GABMENT CO.). 

Remits. — ^This belt is presented to the board by the Americaa Life Savinfi; Garment 
Co., of Boston, Mass., by their letter to the general superintendent of tiae service 
under date of August 24, 1914. 

Description: (1) Neversink swimming belt; (2) covered by letters patent; (3) cloth 
lining, kapok interlining; (4) a cloth vest filled with kapok; (5) galatea or pocketing 
and prime Java kapok; (6) sizes, 22 to 50 inches chest measure — sizes 34 to 50 inches, 
having the buoyancy required by the board; (7) weight, li to 2 J pounds; (8) price, 
$4 — ^in quantities a special price; (9) made like a vest: (10) to be used as a garment. 

The company claims for their belt the following: (1) SimpUcily — easy to put on; 
(2) allows entire freedom of limbs; (3) light of weight; (4) warmth; (5) not depend- 
ent on cork for buoyancy. 

Recommeridation. — ^The board recommends the belt be sent to such station for trial 
as the general superintendent may think advisable and that a report be submitted to 
the board at its next meeting. 

12. MOOBE'S PATENT LIFE JACKET. 

Results, — ^This jacket, presented by Alexander Moore, which is covered by letters 
patent, is made of cork, covered with light canvas. The total weight is about 5 pounds 
and the cost 75 cents in England. Drawings and specifications accompanying the 
application, but no sample jacket is furnished. 

lie<wnmendation, — It is recommended that Mr. Moore be requested to submit a 
sample jacket to the board through the general superintendent of the Life-SaviDg 
Service for test. The matter will, therefore, be continued on the docket. 

13. LIFE-SAVING GABMENT ATTACHMENT (PASQUALE CATINO). 

Results. — ^These devices, two in number, are submitted to the board by Fasquale 
Catino, the inventor, by specifications of letters patent, blue print^ and photographs. 

The first device is designed as an attachment to be fitted to an inflated life-saving 
jacket J coat or ring buoy for the purpose of holduig down the garments of the wearer 
while in water. The attachment consists of four cords which are attached at intervals 
to the lower part of the life-saving garment by means of rings and snap hooks, these 
cords converging to a common ring near the Imee of the wearer. From this last ting 
a single cord leads downward and terminates in loops to be worn over the foot. 

The second device is a valve designed for inflating a life-saving garment with air. 
This valve is fitted to the garment at a convenient point, and is opened and closed by 
slightly unscrewii^ and screwing up the mouthpiece, thereby releasing and fastening 
a movable plug within the interior cavity of the body of the valve. 

The inventor claims that his invention is especially adapted to the use of women, 
because it prevents their skirts from interfering with their movements while in the 
water. No price is mentioned. 

Opinion. — ^The board is of the opinion that these devices are not adapted to the use 
of the life-saving stations. 

14. MIEIHAILOF INVENTIONS (NIKOLAI M. MIKHAILOF). 

Results. — These inventions were submitted by Mr. Mikhailof in a letter to the 
President of the United States, and reached the l>oard through the usual oflicial chan- 
nels from the State Department. The inventor is a member of the Bussian Imperial 
Society for Life-Saving. 

The devices submitted are four in number and are represented by sketches and 
descriptions in the Kussian language. 

Descriptions. — (1) Mikhailof life-saving globes: These are made of thin sail cloth 
saturated with drying oil. The globes are one-half to three-fourths arabine in diam- 
eter and tightly stuffed with ''kapka"- (kapok?). A manila cord passes through each 
globe and is Imotted at one end and forms a loop at the other ena. Another manila 
cord connects the loops on the globes, making the distance between them 1} to 1} 
ar^iines. Two life lines, each 300 to 325 centmieters long, are attached to the middle 
point of the line joining the globes, and 50 centimeters from this latter line on each 
life line is fastened a shot line endmg in a handle or toggle to be grasped by a person 
in the water. Similar toggle handles are placed 225 to 250 centimeters from the 
first set. Between these mndles are floats, one on each line, made of same material 
as the globes and stuffed with "kapka." A buoy of sail cloth filled with "kapka" 
is attached to the extreme end of each life line. The globes, floats, buoys, and toggle 

4943°— 15 20 



300 ANNUAL REPORT OF THE COAST GUARD. 

handles are painted red. The envelopeB must be saturated with oil to protect the 
^^kapka" from Hie action of the water and air. It is necessary to examine the appa- 
ratus every three or four months to see whether water or air has penetrated the 
"kapka.»« 

(2) Mikhailof life-saving ring: This has the same form as our service buoy and is 
made of the same material as the globes above cited. It is circular, with manila cords 
stretched across the interior formmg two diameters at right angles to each oth^. A 
small buoy or float is placed in the center of the ring. One of these diametas is pro- 
longed on each side by life lines of the same lengths and similarly spaced with toggto 
handles, floats, and buoys as those described under the ''globes" above. These 
parts are painted red. The ring, buoys, and floats are stuffed with '^kapka.'' On iJie 
outside of the ring is painted ''Throw to the drowning person'^ and ''Mikhailof life- 
saving ring.'' It is claimed this ring will support two persons. The life lines are to 
aid the drowning person to reach the ring or life buoy, and by wrapping the line about 
him and fastening it to the "ring" he will have liBJids and feet free. "The whole 
apparatus, including the life lines, is much lighter than the ordinary big cork ring, 
wmle it is also mucn simpler and more buoyant.'' The same caution as to saturatinfi" 
the sail-cloth envelopes with oil and to protect the "kapka" from water and air an3 
as to the necessity for inspection every three or four months is repHeated for this device. 

(3) Mikhailof fife line: The object of this is to furnish aid with the least jpossible 
number of devices and to aid several persons at the same time. The line is essen- 
tially the same as the life lines described in (1) above, except it is longer, being 3,000 
or 4,000 centimeters long, with six or seven toggle handles and loops to cling to and a 
large loop at one end to pass over the body to support it, leaving the hands free. 

Method of using. — (1) Throw the line cork float first to the person in the water and 
fasten the other end on shore. The drowning person is supposed to seize the line, 
wrapping it around himself, try to secure the nand loop over the toggle, so as to free 
both nands; if he fails in this, ne is to wrap the line aroimd him ana hold two of the 
hand loops together, changing hands for rest. He is dragged from the water by per- 
sons pullmg on the shore end of the line. 

(2) Using from boats which proceed near the victim and proceed as in (1) above 
cited. 

(3) "Where the swimmer goes to relief of the drowning man, he approaches as near as 
possible, throws the victim the line, keeping one end of the Une himself by passing a 
loop over his head or shoulder; he swims up to drowning man, wraiw line around him, 
and fastens him to a loop or toggle; then goes to next victim and does the same, etc., 
as long as his strength permits; then hastens to the shore or boat, and they are dragged 
from me water by the aid of the line. This line is stated to be in service along the 
whole coast of France. 

(4) Application of electric light to life line: This is based on the system of |)ocket 
lanterns and batteries which can bum from 10 to 17 hours; that is, the maximum 
length of time it remains dark during the year. Before the apparatus is thrown into 
the water, the battery is turned on and the current illuminates and locates the position 
of the life line and buoys and directs attention to their position. When removed 
from the water, the current is turned off to preserve it for another occasion. 

No samples are submitted of any of the devices. 

The inventor places no prices upon his devices, nor does he give the cost of any of 
them. He states that though he is without means, he will not bargain with his in- 
ventions; but if the President approve of them^ he begs the President to use them. 
* 'preserving the name 'Mikhailof fife-saving; devices. ' ' ' He also states that he would 
' 'feel greatly flattered to receive a distinctive sign (order) from your country' ' — (a 
decoration). He further states that, if the President finds his devices worthy of re- 
muneration, the inventor wiU not ' fix the amount thereof, but trust to the munifi- 
cence of so rich a country as America and so just a man as you" (the President) to 
deei^ate and remit to him such sum as deemed proper. If these devices are accepted, 
the inventor will send plans for a Ufeboat. 

It is proper to state that the board at a previous meeting had adopted ring buoys 
and a life line with floats for the same purpose as these devices were designed. 

Opinion. — ^The board is of the opinion that these devices possess no advantages over 
apparatus already used in the service. 

15. ADLAKE PATROL LANTERN (THE ADAMS d WESTLAEB CO.). 

Results. — ^The lantern under consideration bv the board is designated as the "No. 11 
Adams steel-guard railroad lantern." This device was under consideration by the 
board at the meeting held in 1913, and is described in the report of the board for that 
meeting. 



ANNUAL BEPORT OF THE COAST GUARD. 301 

Mr. E. L. Langworthy, eaatem manager for the Adanui & WestJake Go.» appeared 
before the board, and, among other features, invited attention to a locking device, 
called the ''rigid bail lock, '' that, when adjusted, holds the lantern rigid, this being 
designed as an aid in mftHng certain kinds of signals. A blowing test of 85 miles p^ 
hour was applied to the No. 11 lantern during a session of the board, and, though 
the flame mckered, it was not extinguished. 

The prices of the No. 11 steel and wire guarded lanterns were quoted by the demon- 
strator as follows: Steel guarded, per dozen, $7.75; wire guarded, per dozen, $7. 

The lanterns at the prices above specified are fitted with the Coming heat-resisting 
globes No. 39, the prices of which Mr. Langworthy quotes as follows: White globes, 
per dozen, $1.50; ruby globes, per dozen, $5.50; green globes, per dozen, $3.50. 

The lantern can be supplied in brass at higher cost. 

Opinion. — ^The board is of the opinion that the No. 11 Adams steel-guard railroad 
lantern possesses sufficient merit to warrant its thoroup^h test in actual service. 

RecomTnendcUion. — ^The board recommends that this device be tested under the 
direction of the superintendent of the First Life-Saving District, a member of the 
Standing Committee on Patrol Lanterns, the results to be reported at the next meeting 
of the board, and that the general superintendent take the necessary action to accom- 
plish this purpose. 

16. ABUSFBAB BEST YET LANTEBN (ABMSPEAB MANUFACTUBINQ CO.). 

Results. — ^This article was before the board during its session in 1913, was reported 
upon at that time, and continued on the docket to permit investigation and compari- 
son with other lanterns in general use. 

RecamTnendatwn. — ^The board recommends this lantern be forwarded to the chair- 
man of the Standing Conmiittee on Lantcirns for trial and report, and that he be au- 
thorized to purchase sufficient safety lantern oil to properly test the same. 

17. PATBOli LANTEBNS (STANDING COMMITTEB ON LANTEBNS). 

Results. — ^The Standing Committee on Lanterns made a progress report which is 
entered in the minutes oi the meeting. The subject will be continued on the docket 
awaiting further action. 

18. MILBUBN CABBIDE PATBOL LANTEBN. 

• 

Results. — ^This lantern is submitted by The Alexander Milbum Co., Baltimore, Md., 
and is called the Milbum carbide patrol lantern. It is covered by United States 
patent rights. The description is as follows: Height, 14} inches: diameter of base, 4} 
inches; weight empty. 4} pounds; weight charged, 6} pounds; carbide charge. 8 ounces; 
bums 5 to 6 hours. Tne cost of these lanterns as quoted from a letter by The Alexander 
Milbum Co., imder date of October 30. 1914, is: Singly, $7; in dozen lots, $6.50 each; 
in gross lots, $6 eachj in 5-gro8s lots and upwards, $5.50 each. 

This company claims that the lantern is substantially made and gives a brilliant 
flame, not readily extinguishable, for upwards of five hours without recharging. It is 
recharged at a cost of 1} cents, has a mica chimney, and is 24 candlepower. 

Rec&m/mendation. — It is recommended that The Alexander Milbum Co. be requested 
to send a lantern and a suitable supply of carbides, at their expense, to the superin- 
tendent of the First Life-Saving District, which officer is a member of the Standing 
Committee on Lanterns, for test and report. 

19. NONEX GLASS HEAT-BESISTING LANTEBN GLOBES (COBNING GLASS WOBXS). 

Results. — This globe was submitted to the board by Mr. R. H. Curtis, of the Coming 
Glass Works, Coming N. Y., through the medium of a letter addressed to the genersu 
superintendent under date of July 28, 1914. A blue print, together with a descriptive 
report of certain laboratory tests by the company to determine the comparative merits 
of their ' ' heat-resisting glass '^ with the ordinary lantern globe were submitted. Price, 
$1.50 per dozen, f. o. b., Coming, N. Y. 

On November 13, 1914, theboiud witnessed a series (rf teste bjr Mr. Curtis of * * Nonex' ' 
glass at the factory of Peter Gray & Sons, Cambridge, Mass., demonstrating Q) ''ther- 
mal endurance of resistance to sudden changes of temperature, and (2) tests oi mechim- 
ical strength or resistance to impact. " 

Opinion. — ^The board is of the opinion that this tvpe of globe is adapted to the uses 
of the Life-Saving Service, is far superior to the globes now. in use, and that greater 
efficiency at a reduced cost to the service will result. 



302 ANNUAL REPORT OF THE COAST GUARD. 

Reamm^ndation. — ^The board recommends that globes of this grade be furnished 
the Life-Saving Service and that all advertisement inviting propsals be under such 
specifications aa the general superintendent ma^ find necessary to insure weight, 
heating, chilling, and an endurance or impact strain equal to the sample exhibited to 
the board for examination and test. 

ao. m'lellan improved beach apparatus cart (c. h. m'lelian). 

Results. — ^The papers in relation to this cart were before the board at its meeting in 
1910, and it was then recommended that the general superintendent of the Life-Sav- 
ing Service furnish one or more carts of this description to such stations as he may 
consider advisable, and that the board be informed of the results of such trials as 
shall be given to determine the efficiency of this type of cart. 

In accordance with the recommendations several of the carts were constructed and 
sent to seven stations for trial. From the reports of the trials as made by the keepers 
and received by the board at its last meeting, it appears that the rear end of the cart 
will drag on rough ground, due to the lowering of the axles and the disposition of the 
shafts. 

The board, in its report of 1913, recommended that the general sui>enntendent refer 
the reports of the keepers, etc., to Senior Capt. 0. H. McLelhui, United States Beve- 
nue-Cutter Service, retired, superintending construction of lifeboats, apparatus, etc., 
life-Saving Service, with request to report on motUfications which would obviate the 
difficulties encountered in the cart as now designed. 

In accordance with the recommendation referred to the general superintendent, 
under date of September 25, 1914, referred the matter to Capt. McLellan with quota- 
tions from the report made by the board at its last meeting, and requested a report 
from him on the modifications which would obviate the difficulties encountered. 

In Capt. McLellan's reply to the general superintendent, dated October 26, 1914, 
he reports: The objections (in the imfavorable reports) have been overcome by mak- 
inff the shafts a part of the body, not separable, and moving the cross bar forward to 
hold-back iron. With this arrangement the shafts will not be raised as high as 
with the old plan, and six men will have hold of the shafts when hauling, which will 
steady the cart, etc. Also a rest for the crotch has been provided on both sides of the 
cart, as shown by the drawing submitted, which also shows a comparison of the lift of 
the shafts of the Jones cart and the one under discussion. The letter also states that 
a further modification can be made by increasing the diameter of the wheels, but that 
it would destroy the advantaees of easy loading and the lifting of the gun. 

Opinion. — ^The board is of the opinion that the general design of the cart submitted 
by Capt. McLellan possesses deciaed advantages over the carts now in general use in 
the service, but that it is slung too low for use on many of our beaches. 

Recommendation. — ^The board recommends this cart to the favorable consideration 
of the general superintendent of the service, with the suggestion, however, that when 
a new supply is advertised for the specifications call for a cart with the body so slung 
as to give a clearance when the cart is at rest of approximately 6 inches more than as 
shown on the plan and sketch before the board, and that keepers to whom the cart is 
supplied be mrected to furnish reports thereon after reasonable trial. The board 
further recommends to the general superintendent the consideration of the advisability 
of having the wheels of all carts hereafter built fitted with roller or ball bearings. 

21. ALERT watchman's PORTABLE CLOCK (hARDINOE BROS., INC.). 

Results. — ^This patrol clock is submitted by Hardinge Bros. (Inc.), Chicago, 111. 
This clock is covered by letters patent; weight, 2} pounds; size, 5J by 2i inches; 
price, $30 each; keys and safe, $1 and $2 each, according to style of safe; paper dials, 
per box of 375, $2.50. A sample clock was submitted to the board by Mr. Hardinge, 
of the firm named, who explamed the workings of the clock, etc. 

Opinion — ^The board is of the opinion that this clock ia not so well adapted for the 
purposes of the life-Saving Service as the clock already approved by this board and 
muse. 

22. CHICAGO PORTABLE WATCHMAn's CLOCK. 

Results. — ^This clock is brought over from the last meeting of the board. The 
opinion of the board at that meeting reads: 

"It is the opinion of the board that the clock should be further tested to determine 
if it is possible for watchmen to tamper with it. It is also deemed advisable to give 
the manu&cturer an opportunity to substitute better keys." 



ANNUAL REPORT OF THE COAST GUARD. 303 

This clock was first submitted to the board at its meetiiig in 1911. Prom the further 
tests made since the last meeting of the board it has been found that it is apparently 
well made in every particular, being sand proof and nearly dust proof, easily manipu- 
lated, and giving a plain impression on the dial when the indenting key is inserted 
and pressed agamst the dial. It is not easily tampered with, so far as the keepers 
who tested the clock could discover. 

Opinion. — The board is of the opinion that this clock is not so well adapted for the 
purposes of the Life-Saving Service as the clock already approved by the board and 
now in use. 

23. DRAEGER PULMOTOB (DRAEGER OXYGEN APPARATUS CO.)- 

Results. — ^At its last meeting (July, 1913) the board deferred action upon this 
subject "until the results obtained in actual use are available, especially in cases of 
the apparently drowned where no evidences of respiration exist at the time of 
attempted resuscitation . " No satisfactory data were submitted relating to the special 
point of interest to the board, viz, the actual use and results **in cases of apparently 
drowned where no evidences of respiration exist at the time of attempted resuscita- 
tion." The company telegraphed tnat it would be impossible for a representative to 
be present at this meeting. 

The board has received at the present meeting another device with the same object 
in view, and it deems it advisable to further defer action upon this subject until the. 
tests and investigation of the new device are available for the information and guidance 
of the board. 

24. SALVATOR REVIVING APPARATUS (h. N. ELMER). 

Results. — ^Action upon the apparatus was deferred at the July, 1913, meeting of the 
board *' until the results obtamed in actual use are available, especially in cases of 
the apparently drowned where no evidences of respiration exist at the time of 
attempted resuscitation . " 

Another device has been submitted which will require trial and investigation. 
Actual concrete data are so fragmentary, inconclusive, and unsatisfactory in regard to 
the resuscitation of the apparently drowned and are so general in their terms that the 
board deems it advisable to further postpone action on this subject until the trials of 
the new device submitted can be made, its action investigated, and a report made 
thereon. 

It is the intention to consider all the devices for this purpose at a later date. 

25. PIRST-AID oxygen OUTFIT (h. N. ELMER). — ^26. PORTABLE OXYGEN GENERATOR 

AND INHALER (h. N. ELMER). 

Results. — In view of the decision of the board in regard to the Draeger pulmotor, 
Salvator device, and lungmotor to defer action until the subject of the application of 
oxygen can be considered as a whole, the subject will be continued. 

This action wiU appljr also to the "Pulvita,** **Vivox," and **Vivator," or allied 
devices for the same or similar purposes. 

The literature referred to in the board's report upon the limgmotor is assumed to 
cover all the appliances before the board upon the use of oxygen in efforts for the 
resuscitation of tne apparently drowned. 

27. LUNGMOTOR (lIPE-SAVING DEVICES CO.). 

Results. — ^This apparatus is submitted to the board for use in the resuscitation of 
the apparently drowned. It is fully described in the documents placed before the 
board and its use and action were explained and illustrated before the board by repre- 
sent^-tives of the company. 

The board does not feel authorized to pass upon this device involving such impor- 
tant consequences without the advice and support of high medical authority. There- 
fore, the board recommends, if the company will fumish at its own expense, a complete 
outfit of the apparatus for test, that the general superintendent request the Surgeon 
General of tiie Public Health Service to have the device examined and tested in such 
manner as he may deem necessary and favor the Life-Saving Service with his opinion 
and report to guide the board in its further dehberations upon the subject. With this 
object in view it is respectfully si^ggested that the general superintendant place before 
the Surgeon General of the Public Health Service all the correspondence and docu- 
mentary matter now before the board, in order that the Surgeon General may have full 
information upon the present status of the subject as it has been laid before the board. 



304 AKNUAL EBPOET OF THE COAST GUARD. 

98. KBKTON PORTABLE SEARCHLiaHT. 

RemUa. — Hie board at its meeting in July, 1913, recommended that the Kenyon 
Searchlight Co. be requested to send samples of these lights to the first and second 
lif eHMtving districts for test by the keepers of designated stations for reports thereon. 
The company was notified of this action but failed to furnish samples for test. An 
effort waa Bubflequently made to return the samples originally submitted to the board, 
and tiiey were finally aelivered to some one representi^ the company with the report 
that the Ken^ron Searchlight Co. had gone out of business. Under the circumstances 
no further action can be taken, and the subject is therefore dropped from the docket. 

29. diveb's bescuer (draeger oxygen apparatus 00.). 

RenUU. — ^This subject is presented by letter addressed to the general superintendent 
of the Life-Saving Service under date of August 5, 1913, by tiie Draper Oxygen Appa- 
ratufl Co. , Pittsburgh , Pa. The letter is accompanied by catalogue illustrating ana de- 
scribing the device. No sample device has been received. Under date of October 20, 
1914, the Draeger Oxygen Apparatus Co. advised tiiie General Superintendent of the 
Life-Saving Service that tiiey would be present at this meeting of the board and dem- 
onstrate the * ^diver's rescuer. ** On November 4, 1914, the company advised the board 
by tel^ram that they would be unable to be present. 

As no sample device has beeen received and no representative of the company has 
been present, the subject is dropped from the docket. 

30. BOXING IN WHEELS OP WAGONS. 

ReaiUts. — This subject is presented to the board by a letter from Mr. W. A. Morgan, 
of Greenville, Miss. Mr. Moigan statest hat he has had a number of years' experience 
in heavy hauling, and his letter evidently is intended as a kindly suggestion, inspired 
by a desire to lighten the labor of transporting boats and life-saving appliances along 
shore. An extract from his letter reads bb follows: 

**I have found that when the road is either mud or sand the draft is materially 
lessened by making the wagon tires not less than 6 inches and then boxing in the 
wheels so that they present a smooth surface from the edge of the tire to the hub." 

Opinion. — The board is of the opinion that the tires of the wagons now in service use 
are so nearly the width designated by Mr. Morgan that the change in width suggested 
would not much alfect the efficiency of the wagon, especially as the present width or 
service wheels is based upon long experience. The board is of further opinion that it 
might be profitable to test the boxing in of wheels. 

Recommendation. — The board recommends that the boxing in of wheels be tested 
experimentally upon old beach carts or supply wa£jons at two or three stations, and 
that the general superintendent take such action as he may deem necessary to accom- 
plish this end, the results of the tests to be reported to the board at its next meeting. 

31. STEEL truck FOR MILBURN LIGHT (thB ALEXANDER MILBURN CO.). 

Results. — This device is manufactured by the Alexander Milbum Oo. , of Baltimore, 
Md., to be used in connection with the Milbum portable acetylene lights, ^diich are 
now in use in the Life-Saving Service. 

The advantages claimed by the manufacturers of the truck are that it allows the 
light to be moved rapidly from one point to another while fully charged and burning, 
^y letter of February 3, 1914, the company expressed the desire to submit one of 
the trucks for consideration as to its use in the Liie-Saving Service. 

In the general superintendent's letter of reply dated February 14, 1914, the com- 
pany was informed that the device offered came within the province of the board on 
life-saving appliances connected with the service and that if it comply with the 
requirements of the rules and regulations of the board, so far as they are applicable to 
the device, the matter would be referred to the board for consideration at its next 
meeting. 

The company having recognized that the device is not adapted for use in the Life- 
Saving Service, no sample was submitted. The subject, therefore, is dropped from the 
docket. 

32. ACETYLENE LIGHTING SYSTEM (tHB ALEXANDER KHiBURN CO.). 

Results. — This device is called the Milbum Acetylene Hom^as Machine. It is 
covered by United States i)atent rights, and is submitted by the Alexander Milbum 
Oo., of Baltimore, Md., with a view to its use^for lighting life-saving stations. A 



ANNUAL REPORT OF THE COAST GUARD. 305 

sample device waa presented and its merits explained by Mr. A. F. Jenkins, of the 
firm named. The device or system exhibited has two generators and is said to furnish 
32 lights of 24 candle power each. 

Ojyinion.-^The opinion of the board is that this device is worthy of trial. 

Rec(ymme7idation. — The board recommends that the general superintendent of the 
life-Saving Service permit the Alexander Milbum Co. to install, at their own expense, 
a complete lighting system at such station as he shall designate for trial and report to 
the general superintendent. 

33. WOOD PRESERVINa PBOCESSES, ETC. (r. A. MARR). 

Remits. — ^These processes have been evolved, "among other uses," for the preserva- 
tion of wood against rotting ' * and the attacks of marine borers, etc . The wood encyst- 
ing process ma^r be used to advantage also in the treatment of boats and lines used 
in tne life-Saving Service.*' The inventor submits the process for "the treatment 
of woods used in service boats, launching ways, station buildings and accessories, 
ete.," which it is claimed "will result in economy and increased efficiency." 

The inventor states that the processes are no longer in the experimental stage, but 
are the result of about 20 years of study and experiment, and that tests of over 8 years 
fihow that woods of all kmds thus treated "do not check; are immune against all 
wood-rotting spores, and against the attacks of marine borers." The experiments 
against marme borers have only extended over about 5 jrears. It is claimed that 
lumber fresh from the stump can be treated, the sap and moisture expelled, the entire 
body of the wood impregnated with the solution carrying finely divided silica in 
suspension, encysting the wood cells, and the wood rendered nonabsorptive and 
impervious to water. The treatment does not change "the fibre, texture, nor color 
of the wood." The inventor claims that "tests indicate increased strength and 
resillience." The treated wood is odorless and surface contact soils neither hands 
nor fabric. It is claimed that the uses of the cheapest kinds of wood treated by these 
processes can be substituted for more expensive woods used in life-savii^ construction 
and thus result in economy and even efficiency. 

Method of using: The plant consists of an open metal tank, with steam manifold 
within, or^ heat of any kind upon the outside, such as an open coal or wood fire. 
The fire risk is a minimum and the cost of an ordinary commercial plant is "about 
one-tenth of a creosote plant of similar capacity. The process costs per cubic foot less 
than creosote and is more efficient. The saj) and moisture removed from the main 
ducts, and tracheid fibre and wood encysted with silica in suspension of a preservative 
insoluble in water and organic acids. The silica being so finely divided that 90 i)er 
cent passes 40,000 meshes ner square inch." Treated samples were shown that were 
said to have been exposed to atmospheric conditions for 8 years with no apparent 
injurious effects. With samples that had been exposed to the attacks of the teredo 
simultaneously with untreated samples, the former showed no sign of attack, whereas 
the latter was honey-combed by the organisms. 

The inventor appeared before the board and made a most lucid and scientific 
explanation of his processes, illustrating them by experiments conducted in the 
presence of the board. 

These processes are proposed for the treatment of boats^ oars, and all kinds of lumber 
entering into their construction and into the construction of boat wagons, apparatus 
carts, and life-saying stations, platforms, ete.; also for the treatment of hawsers, whip 
Hnes, and shot lines. "Balsa^' wood treated by this process might be tried with a 
view to its use for life preservers and fenders to replace cork now in use. 

Opinion. — The board is of the opinion that these processes are promising enough to 
justify their further consideration and trial. 

Recommendation. — ^The board recommends: (1) That the general superintendent 
authorize the treatment of such number of samples of hawsers, whip lines and shot 
lines as he may deem proper, and have them tested in comparison with similar un- 
treated samples of the same lines, the results to be reported to the board at its next 
meeting. (2) That the general superintendent cause the process to be brought to the 
attention of those who build boats for the service, with the view of having thus treated 
the materials which enter into such boat or boats as he sees fit. (3) That if practicable, 
in case contracts for boats are already awarded, a completed boat be so treated if 
possible and the results reported to the board at its next meeting. (4) That if practi- 
cable samples of "balsa" wood be treated and compared with cork for possible use 
in life preservers, fenders, etc. 



306 ANNUAL REPOET OF THE COAST GUARD. 

VIII.— UNFINISHED BUSINESS. 
Class I. — Wreck ordnance, 

1. Hall's improved breech-loading life-line gun. 

2. McLellan^s improvement in line-throwing gun. 

3. Experiments to improve line-throwing gun (Standing Committee). 

4. Buckley's line-throwing projectile. 

Class II. — Boats and miscellaneous appliances. 

1. Fourchy's power lifeboat carriage. 

2. Fourchy's surfboat carriage. 

3. McLellan's launching cradle. 

4. Universal Ilanasilk hfe preserver. 

5. Neversink swimming belt. 

6. Moore's patent life jacket. 

7. Adlake patrol lantern. 

8. Armspear Best Yet steel guard lantern. 

9. Patrol lanterns (Standing Committee). 

10. Carbide patrol lantern (The Alexander Milbum Co.). 

11. Draeger pulmotor. 

12. Salvator reviving apparatus (H. N. Elmer). 

13. First-aid oxygen outfit CE, N. Elmer J. 

14. Portable oxygen outfit (H. N. Elmer). 

15. Lun^otor (Life-Saving Devices Co.). 

16. Boxmg-in wheels of boat wagons and beach M>paratus carts. 

17. Wood preserving processes (American Wood Encysting Co.), 



IliTDEX. 



A. 

Fftge. 

Academy, Coast Guard 33, 53 

Active eeaeon, extending 37 

Administrative measures: 

Coast Guard Academy 33 

Discipline 33 

Medical officers on cutters 34 

New vesselsj stations, and equipment 34 

Reor^nization 31 

Repair depot at Arundel Cove, Md 36 

Repairing and rebuilding of stations: 

Atlantic and Gulf coasts 35 

Great Lakes 35 

Pacific coast 35 

Repairs and improvements to cutters: 

Seminole 35 

Windom.... 35 

Aid to shipping and saving life, reports of (by cutters): 

Acusnnet 10 

Algonquin 24 

Androscoggin 12 

Bear 7,25,79,108 

Gresham 11,12,14 

Itasca 11 

Mackinac 122 

Manning 91 

McCuUoch 9, 25, 107, 119 

Mohawk 12,124 

Onondaga 13 

Seneca 7, 14 

Tahoma 96 

Unalgft 87 

Woodbury 7 

Aid to shipping and saving life, reports of (by stations): 

Brazos 7 

City Point 8 

False Cape 15,128 

Fire Island 13 

Fort Point 9,119 

Golden Gate 9, 120 

Kill Devil Hills 14, 126 

Little Island 15, 128 

Lone Hill 13 

Louisville 8 

Milwaukee 9 

Old Chicago 8 

Point Bomta 9,119 

Point Judith 10 

Point of Woods ,. 13 

Aleutian Islands, native villages Ill 

Anchorage and movements of vessels 19 

Appropriationa and expenditures 28 

Assistance: 

Miscellaneous 222 

Tabular statement of 141 

Vessels in distress, reports of 5 

Awards of life-saving medals 273 

307 



308 INDEX. 

B. 

Pa«a. 

Bird life, destruction of, on certain Pacific Ocean islands 24-130 

Board on life-saving appliances, report of 289 

Boat equipment of stations 64 

Blue Anchor Society 286 

C. 

Canadian polar expedition, rescue of members of 25 

Cruises, special: 

Algonquin 24 

Bear.. 25,79,108 

Manning 91 

McCuUoch 25, 107 

Tahoma 96 

Thetis 24,130 

Unalga 87 

Cruising limits of cutters 45 

Customs laws, enforcement of 19 

Cutters: 

Cruising 55 

Cruising limits of 45 

Description and type of 55 

Equipment of 54 

Harbor 60 

D. 
Depots: 

Alaska 40 

Arundel Cove, Md 36, 53 

Grand Haven, Mich 53 

NewYork, N. Y 53 

San Francisco, Cal 53 

Derelicts, removal of: 

Department order relative to 251 

Reports of 15 

Tabular statement of 248 

Description and type of cutters by name '. 55 

Disasters within neld of operations involving loss of life 281 

Discipline 33 

Drowned, resuscitation of the apparently 26 

Duties, functions, and oiganization 41 

E. 

Employment of surfmen, periods of 71 

Enforcement of laws: 

Anchorage 19 

Customs. . . , 19 

Navigation 20 

Neutrality 20 

Regatta 20 

Equipment 4, 54 

Expenditures and appropriations 28 

F. 

Fishermen, medical aid to American 18 

Flag, Coast Guard 63 

Functions, duties, and organization 41 

Fur seal, protection of 20, 87 

H. 

Headquarters of cutters 45 



INDEX. 309 

I. 

Page. 

Ice patrol 21 

IllustFative cases of services rendered by etadons 7 

Inactive season, keeper^s substitute during 38 

Interior navigable waters, saving life and property on 39 

Investigations of loss of life 26, 281 

L. 

Launches 60 

Letters, characteristic, acknowledging services rendered 257 

Life-saving appliances, report of board on 289 

Life-saving m^als, awards of 273 

Loss of life from disasters within field of operations 26, 281 

Loss of life, investkations of 26, 281 

Loss of the cutter 'mioma 26, 114 

M. 

Marine parades, tabular statement of patrol of 255 

Medals, lifensaving, awards of 273 

Medical aid to American fishermen 18 

Medical officers on cutters 34 

Miscellaneous assistance, tabular statement of 222 

Movements of vessels * 19 

Mutiny, suppression of 20 

N. 

Native villages, Aleutian Islands : Ill 

Navigation laws, enforcement of 20 

Neutrality laws, enforcement of 20 

New vessels 34, 36 

O. 

Operations, summary of (1914-15) 3 

O^nization, functions, and duties 41 

P. 
Patrol: 

Fur seal 20,87 

Ice 21 

Re^tta and marine parade 20, 253 

St. Marys River 19, 122 

Periods of employment of surfmen 71 

Personnel 53 

Polar expedition, Canadian, rescue of members of 25 

Protection of the fur seal 20, 87 

R. 
Recommendations, administrative: 

Extending the active season 37 

Keeper's substitute during inactive season : 38 

New vessels 36 

Rebuilding and repairing stations 37 

Saving of life and property on intmor navigable waters 39 

Service depot in Alaska 40 

Regattas: 

Enfi^-cement of laws 20 

Tabular statement of those patrolled 253 

Removal of derelicts 15, 247 

Reor^nization 31 

Repair depot at Arundel Cove, Md 36 

Repairs and improvements to cutters 35 

Repairing and rebuilding stations 35, 37 

Report of board on life-saving appliances 289 



310 INDEX. 

• 

Reports of special cruises: l*«8«- 

Bird Island, Laysan Island, etc., Pacific Ocean 24, 130 

Northern cruise 25,79,108 

Operations of Bering Sea fleet 25, 87 

Puerta Plata, Dominican Republic 24 

St. Marys River 122 

West Indies 24 

Reports on aid to shipping and in saving life 7, 77 

Resuscitation of the apparently drowned 26 

S. 

Saving life, reports of aid in 7, 24, 77 

Service depot in Alaska 40 

Shipping, reports of aid to 7, 77 

Si)ecial cruises, reports of : ' 

Algonquin 24 

Bear.. 25,79,108 

Manning 91 

McCuUoch 25, 107 

Tahoma 96 

Thetis 24,130 

Unalga 87 

Special services 24 

Stations: 

Boat equipment, etc 64 

Location of : , 47 

Names of 47 

Station ship 62 

St. Marys River patrol 19, 122 

Substitute, keeper's, diuring inacuve season 38 

Summary of operations (1914-15) 3 

Surfmen, periods of employment of 71 

T. 
Tabular statements : 

Assistance , 141 

Awards of silver life-saving medals 277 

Blue Anchor Society clothing furnished 285 

Derelicts removed 248 

Disasters to vessels involving loss of life 281 

Miscellaneous assistance 222 

R^attas and marine parades patrolled 253 

Vessel passages through St. Marys River 123 

V. 
Villages, native, Aleutian Islands Ill 

W. 

Women's National Association 285 

Work performed for other departments: 

Agriculture 24, 130 

Commerce 20, 79, 84, 88, 90, 93, 96, 99, 255, 262, 265 

Interior 21, 25, 80, 83, 85, 93, 263 

Justice 21,25,85,87,100 

Labor 270 

Post Office 25, 79, 81, 83, 93, 108 

State 24 

War 19,24,122 

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